P-47 Thunderbolt vs Bf 109G K: Europe 1943-45 (Duel)

Europe 1943-45

ABOUT THE AUTHOR AND ILLUSTRATORS MARTIN BOWMAN has written more than a dozen titles on the "Mighty Eighth" over the past 20 years, including several highly successful volumes in Osprey's Combat Aircraft series. Having interviewed many veterans over the years, he is the perfect author to describe the experiences of both Axis and Allied pilots. He is based in Norwich, UK. This is his second Duel title.

Based in Mansfield, Nottinghamshire, CHRIS DAVEY has illustrated more than 20 titles for Osprey's Aircraft of the Aces, Combat Aircraft and Aviation Elite Units series since 1994. He is one of the last traditional airbrush artists in the business, and has become Osprey's artist of choice for both USAAF fighters and RAF subject matter. Chris completed the three-way views and gun armament artwork for this title.

P-4? THUNDERBOLT

Bfl09G/K Europe 1943-45

JIM LAURIER is a native of New England and lives in New Hampshire. He attended Paier School of Art in Hamden, Connecticut, from 1974-78, and since he graduated with honours, he has been working professionally in the field of Fine Art and Illustration. He has been commissioned to paint for the US Air Force and has aviation paintings on permanent display at the Pentagon. Jim completed the cockpit artwork for this title.

GARETH HECTOR, who is based in the Scottish seaside town of Largs, is a digital artist of international standing as well as an aviation history enthusiast. Gareth completed the battlescene artwork and cover artwork. This is the first book he has worked on for Osprey Publishing.

MARTIN BOWMAN

Firsr published in Grear Brirain in 2008 by Osprey Publishing, Midland House, Wesr Way, Borley, Oxford, 0X2 OPH, UK 443 Park Avenue Sourh, New York, NY 100] 6, USA

E-mail: [email protected]

© 2008 Osprey Publishing Lrd.

P-47D cover art

Maj Kenneth Gallup, commanding officer of the 353rd FG's 350rh FS, plunges headlong inro a formarion of

All rights reserved. Apart from any fair dealing for the purpose of private study, research,

30+ Bf ]09Gs from III.lJG 53 ar ]3] 5hrs norrh of rhe

criticism or review, as permitted under rhe Copyright, Designs and Parcms Act, 1988, no parr

Gennan town of Soltau on August 4, 1944. Gallup was

of this publication may be reproduced. stored in a retrieval system, or rransmi([cd in any form

flying his assigned P-47D-25 42-26634 ar rhe rime,

or by any means, e1ecrronic, electrical, chemical, mechanical, optical, photocopying, recording

having "made ace" in this machine four weeks earlier.

or otherwise, without rhe prior written permission of the copyright owner. Inquiries should be

His squadron was defending somc 320 B-17s sent

addressed ro rhe Publishers.

bomb the Hamburg oil refinery when it was bounced

CONTENTS

[Q

by the "Gusravs" ofill./JG 53, rhe larrer arracking rhe

A CIP catalog record for this book is available from the British Library ISBN: 978 ] 846033155

Thunderbolrs ar a heighr of 30,000fr. The enrry in rhe

353rd FG's combat diary for August 4 notcd that "at approximately 1315hrs, ten miles nonh of Soltau. the

Edired by Tony Holmes

350rh FS, led by Maj Gallup, reporred being bounced by

Cockpit and gUllsighr artwork by Jim Laurier

30+ Me I09s. The fierce fighr which ensued broke rhe

Cover artwork and barrlescenc by Gareth Hector

squadron up, with some pilots following enemy aircraft

Three-views and armament scrap views by Chris Davey

down to thc deck while othcrs hunted in the cumulus

Page layour by Myriam Bell Design, France

cloud. Group leader Gallup claimed 2 Me ]09s desrroyed,

Index by Alan Tharcher

but one had to be reduced

Typeset in ITC Conduit and Adobe Garamond

finished his combat tour with nine victories (including

Maps by Boundford.com, Hunringdon, UK

seven Bf 109s) to his credit, all of thcm claimcd whilst

Originared by PDQ Digiral Media Solurions

flying rhe P-47D. (Artwork by Careth Hectm)

to

a probable." Kenneth Gallup

Printed and bound in China through Bookbuilders 08 09 10 ] 1 I2

10 9 8 7 6 5 4 3 2 I

1n

rhe final monrhs of the war in Europe. most aerial

clashes belween P-47s and Bf I09s saw Defence of rhe

AVIATION PLEASE CONTACT:

Reich fighters cngaging Ninth Air Force Thunderbolts attacking ground targets. One such clash took place

Osprey Direct, c/o Random House Distribution Cenrcr. 400 Hahn Road, Wesrminsrer, MD 21 ]57

E-mail: [email protected]

Osprey Direer UK,

I~O.

Box 140 Wellingborough, Norrhanrs, NN8-2FA, UK

13 Bf 109K-4s of II.IJG 53 and eighr Fw ]90As from

an unknown Ceschwlltler bounced 16 P-47D-30s of thc 362nd FG shordy after rhe latter had strafed a railway

6

Design and Development

8

Technical Specifications

22

The Strategic Situation

34

The Combatants

44

Combat

57

Statistics and Analysis

72

Aftermath

76

Further Reading

78

Index

80

Leading rhe aircrafr from II.lJG 53 was Sraffelkapiran

Leurnanr Gi.inrher Landt, who dived through the

U~on

E-mail: [email protected]

Thunderbolr formarion from a heighr of 16,000fr.

Osprey Publishing is supporting the Woodland Trust, the UK's leading woodland

desrroyed, rhus raking his tally ro 18. He would lead

his return ro base at Kirrlach, Landt claimcd twO P-47s conscrvation charity, by funding thc dedication of trees.

] I.lJG 53 rhrough ro war's end, by which poinr he

www.ospreypublishing.com

had increased his score

to

23 victories (including ninc

Thunderbolts). According

to

official USAAF loss records,

rhe 362nd FG suffered no casualties on February] 9,

Acknowledgments:

Chronology

during the early afternoon of February 19, 1945, when

marshalling yard at Westerburg, in southwestern Germany. ALL OTHER REGIONS

4

Bf 109 K-4 cover arr

FOR A CATALOG OF ALL BOOKS PUBLISHED BY OSPREY MILITARY AND

NORTH AMERJCA

Introduction

1945, with the Thunderbolt pilots in turn claiming three Bf ]09s and rhree Fw 190s desroyed. The American pilors

Photographs for this volume have been supplied from the archives of Marrin Bowman, Eddie

also reponed that the "German fighters werc aggrcssive,

Crcck, Jcrry ScuttS, John Weal and the late Roger Frceman.

but seemcd inexperienced." (Artwork by Gareth HectOJ)

Sf 109G·6 "White 17" taxies out at Lille·Nord in the early spring of 1944. This aircraft was assigned to the Staffelkapitan of 9./JG 26, Hauptmann Hans·Georg Dippel. An ace with 19 victories [including two Thunderbolts) to his credit during the course of 272 missions with III./JG 26, Dippel was killed while performing low speed aerobatics in this very aircraft when it stalled

INTRODUCTION

and crashed at Lille·Nord on

The Jagdwaffe pilots equipped wirh Bf 109Gs were, in rhe main, as "salry" as rhe

May 8,1944.

aircraft rhey flew. Their experience was broughr to bear rhroughour 1943 and inro early 1944, as rhe P-47 groups snuggled to prorecr rhe longer-ranging heavy bombers rhar were still being broughr down in growing numbers by German fighrers. Borh rhe Thunderbolr and the Bf 109G represenred astounding advances in fighrer engine and armamenr design, bur rhey could nor have been more different. The sleek, aesrherically pleasing Messerschmitt was half rhe weighr of rhe heavyweighr, barrel-

For much of 1942, the defense of the German Reich was entrusted predominantly to

shaped, American fighrer. Indeed, rhe Thunderbolr was rhe largesr and heaviesr

Luftwaffe units equipped with the Messerschmirr Bf 109. Pilors of rhis iconic fighter,

single-engined single-sear propeller-driven fighrer ever builr. It climbed like a homesick

along wirh their brerhren flying rhe equally deadly Focke-Wulf Fw 190, were

angel and dived for rhe deck like a rock. This was due to the mighty power of irs

inflicring increasing losses on rhe heavy bomber groups of rhe fledgling Eighrh Air

air-cooled, rurbosupercharged Prarr & Whimey R-2800 Double Wasp engine. Pilors

Force as rhe Unired Srares Army Air Force (USAAF) arrempted to make its presence

disparagingly dubbed ir rhe "seven-ton milk bortle." Other sobriquers included "the

felt in the European Theater of Operarions (ETO). On average, some 13.6 percent

Repulsive Scatterbolr," "Thunderjug" and "Thundermug."

of rhe attacking force sent our to hit targers in wesrern Europe would fall vicrim to

4

But sheer size was nor to prove derrimenral to rhe Thunderbolr's operarional career.

rhe Jagdwaffe. Such losses could nor be allowed to continue, bur at rhe rime neither

Indeed, P-47s flew 546,000 combar sorries from March 1943 to Augusr 1945, and

rhe Royal Air Force (RAF) or rhe USAAF had a fighrer in-thearer wirh sufficienr

only 0.7 percent of rhem were lost in combar. Yer alrhough rhe "Jug" could our-dive

range to prorecr rhe vulnerable B-17 Flying Forrresses and B-24 Liberators as rhey

any orher fighrer ar low and medium a!rirudes, ir could nor march rhe rare of climb

venrured ever deeper into enemy rerritory. In lare 1942, as a firsr srep in providing the "heavies" wirh much-needed srraregic

was insufficient range to permir deep penerrarion into Germany, and rhis was only

escorts, 200 Republic P-47C Thunderbolrs were shipped to the UK. Alrhough some

rectified wirh rhe introducrion of progressively larger wing drop tanks.

or maneuverabiliry of rhe Bf 109G and larer Bf 109K varianr. Anorher shorrcoming

believed rhe Lockheed P-38 Lighrning to be the berter srrategic fighrer rhanks to irs

P-47 pilors came to rypifY rhe mighr of rhe Eighrh Air Force's fighrer srrengrh from

twin engines and longer range, demand for ir in other theaters meant rhar rhe

the summer of 1943 rhrough to mid-1944, when rhe P-51 assumed the crown of king

Thunderbolr was rhe only modern fighrer available in sufficienr quantiry to serve as

of USAAF fighrers in rhe ETO. Nonerheless, while rhe Musrang became rhe finesr

rhe principal inrerceptor for rhe Eighrh Air Force in rhe shorr term.

long-range fighter of the war, more Thunderbolrs were builr rhan any orher US fighrer.

Three groups in VIII Fighrer Command were initially equipped with rhe P-47, and they

Like rhe P-47, rhe Bf 109 was evenrually usurped as the besr pisron-engined

were declared operariona! in April 1943. These groups subsequencly endured some hard

fighrer in Luftwaffe service, wirh rhe improved Fw 190 (radial and inline-engined

knocks at the hands ofbatcle-seasoned German fighter unirs, and despire their besr efforrs,

versions) being seen as rhe better aircrafr as rhe war progressed. However, rhrough

Thunderbolr pilors were inirially handicapped by poor racries and combar inexperience.

sheer weighr of numbers, and hasry upgrades, rhe Bf 109G/K remained a deadly

One of the P-47's primary tormentors in 1943 was rhe Bf 109G, which was rhe

opponent in rhe hands of com bar vererans. Unforrunarely for rhe Jagdwaffe, rhe

mosr-produced version of rhe Messerschmitt fighrer. Having seen four years of combar

latter were in very shorr supply by rhe summer of 1944, as so many of irs Experten

in European skies, the German inrerceptor had been continually modified in order

had fallen rrying to repel rhe overwhelming Allied aerial onslaughr, at the hearr of

for it to remain a viable fighrer in rhe face of growing Allied aerial opposirion.

which was rhe Thunderbolr.

5

·.

1

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Reichsluftfahrtministerium

.

.

- -

..

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frontline service.

-

.

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PZL P.24s destroy;ed

-

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.. '

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Junkers Jumo 21 O-powered

-

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-

·.

.

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Air Force'P-47s

••

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XP-47.B flies for

I •

run ufl by Its pilot in front of

••

amobile f

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maneuverable.

-

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Eugene Roberts on October 20, 1943.

fitted with a Daimler-Benz

-

.

.

.

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210Ga engine and wing-

• •• II.

also enters series

.

. -

.

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.

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However, the estimated performance of the AP-l 0, designated the XP-47 (armed with rwo 0.50-in. nose guns and four 0.30-in. machine guns in the wings) and lightweight XP-47A (two nose guns only) by the USAAC, did not meet with official approval. Karrveli therefore abandoned his inline-engined designs so that he could concentrate all of Republic's resources on the development of a radically different fighter aircraft. The most powerful engine then available was the huge 2,000hp Pratt & Whitney

DESIGN AND DEVELOPMENT

R-2800-21 Double Wasp 18-cylinder two-row radial. Adapting this massive engine to power a fighter aircraft required a great feat of engineering, but Karrveli and his team knew that without it, their design could not possibly meet the performance and load-carrying demands required of the new fighter by the USAAC. A four-bladed 12ft diameter propeller had to be used to harness the power created by the R-2800, and Karrveli produced an efficient supercharging duct system that offered the least interrupted airflow using the unorthodox method of designing this feature first and then building up the fuselage around it. The engine's huge turbosupercharger was stowed internally in the rear fuselage, with the large intake for the air duct mounted beneath the powerplant, together with the oil coolers. Exhaust gases were piped back separately from the engine to the turbosupercharger and expelled through a waste gate in the bottom of the fuselage, with ducted air fed to the centrifugal impeller and returned under pressure via an intercooler to the engine.

P-47 THUNDERBOLT In June 1940, the United States Army Air Corps (USAAC) issued a requirement for new lightweight fighter designs, and among those manufacturers to respond was the Republic Aviation Corporation of Farmingdale, New York. Although a relatively "new" company, Republic had inherited vast experience in fighter design

Kartveli designed a telescopic landing gear that was nine inches shorter when retracted than when extended so as to make room for the wing installation of no fewer rhan eight 0.5-in. machine guns and their ammunition, which when fired imposed immense loads and stresses on the aircraft that had to be taken into consideration. Last, but not least, the great quantities of fuel necessary to power the 12,0861b beast required internal tanks to hold 307 US gallons of fuel.

P-47C1Ds from the 62nd FS/ 56th FG form up in echelon down formation for the benefit of the press huddled in a 8-24 during a photo flight over Suffolk on May 25, 1943.

from its predecessor, the Seversky Aircraft Corporation. Republic's chief engineer, Alexander Kartveli, who, like his former chief, Maj Alexander P. Seversky, was of Russian extraction, had previously designed the P-35 to meet a 1935 USAAC fighter requirement. Republic had also received contracts in September 1939 for limited production of the P-43 Lancer. This aircraft had good high-altitude performance, but it was deemed to be inferior overall to European fighter types such as the Spi fire and Bf 109E. Karrveli, meanwhile, had a new fighter project on the drawing board called the AP-I0, which was a relatively lightweight machine designed around aI, 150hp Allison V-Ill 0-39 liquid-cooled V12 inline engine and armed with two 0.50-in. machine guns in the nose. The Allison was more powerful and less expensive than the air-cooled Pratt & Whitney R-1830 radial that had powered the Seversky pursuits, and in 1939 the Curtiss XP-40, with its mechanically supercharged Allison V-lll0-19 8

inline engine, had relegared the Seversky fighters to also-rans.

9

OPPOSITE Assigned to leading P-47 ace LtCol Francis "Gabby" Gabreski, P-470-25 42-26418 was one of the first "bubbletop" Thunderbolts issued to the 56th FG in the ETO. The leading P-47 Bf 109 killer, Gabreski downed at least four "Gustavs" with this aircraft in June-July 1944, taking his final wartime tally of aerial victories to 2B [11 of these were Bf 109s]. Gabreski hit the ground in 42-26418 whilst strafing He l11s at Bassenheim airfield on July 20, 1944, forcing him to crash-land. He spent the rest of the war as a POW.

62nd FS/56th FG P-470-2 42-22537 was photographed at a remote dispersal at Halesworth, in Suffolk, in early 1944. This aircraft was the regular mount of Bf 109 killer Maj Leroy A. Schreiber, who had claimed 12 victories by the time he was shot down and killed by flak on April 15, 1944. Schreiber was credited with the destruction of eight Bf 109s, 5.5 of which were claimed in this very P-47.

10

The XP-47B Thunderbolt prototype was larger than all previous fighters by a substantial margin. Indeed, it was more than twice the weight of most of irs contemporaries, yet rhe powerful radial engine enabled ir to reach a maximum speed of 412mph shordy afrer making irs maiden flighr on May 6, 1941. Across rhe Adantic, rhe appearance of anorher radial-engined fighrer in rhe shape of rhe BMW 801 powered Focke-Wulf Fw 190 over France jusr weeks earlier had

36ft 175in

caused alarm wirhin rhe ranks of rhe RAE In European rerms, rhe P-47 and rhe Fw 190 were unusual in concepr, as rhe majoriry of fighrer rypes in frondine service were powered by liquid-cooled inline engines. However, rhe Fw 190 in parricular ourperformed all exisring rypes by a wide margin, wirh irs compacr radial engine rendering rhe Focke-Wulf especially effecrive ar low airirude - a rrair rhar rhe P-47 would also exhibir once ir reached rhe ETO larer in rhe war. While rhe Fw 190 cememed irs repuration in combar borh on rhe Channel From and in rhe easr againsr rhe Soviet air force in rhe early momhs of 1942, producrion difficulries and numerous rechnical problems hindered rhe developmem of rhe Thunderbolr. The firsr of 171 P-47Bs lefr rhe Republic plam in March of rhar year, bur ir was nor umil June rhar rhe 56rh Fighrer Group (FG) was issued wirh rhe firsr examples to reach a frondine unir. From Seprember 1942 producrion swirched to rhe P-47C, some 602 examples evenrually being builL This variam differed from rhe B-model in having a slighdy lengrhened (by 10.5in.) forward fuselage, a new engine mouming, changes to rhe rudder and elevator balance sysrem to improve irs flighr characrerisrics and rhe abiliry to carry a 200-gal ventral drop-rank. The laner permined unirs equipped wirh rhe aircrafr in England (rhe 56rh and 78rh FGs had arrived from rhe US in January 1943, joining rhe 4rh FG, which would swap irs Spirfire VBs for P-47Cs) (Q fly deep penerrarions into Occupied Europe from July 1943. The P-47C-1 had fixed deflecrion plares fined between rhe oil cooler shuners and rhe exhausr wasre gares, improvemenrs made to irs elecrrical sysrem, undercarriage and brakes, and rhe addirion of a hydraulic flap equalizer. The P-47C-2 differed from

11

the C-l only by being fitted with a metal-covered rudder and elevators. All early-build

Another Thunderbolt was in the air, and I pulled alongside, signaling for a climb. I left

P-47s left the factory equipped with the Mk VIII reflector gunsight, as well as a simple

that other fighter behind as ifhe were standing still. The Jug srood on her tail and howled

ring and post sight, as standard. The K-14 gyroscopic gunsight was eventually factory-

her way inro the sky. Never again did an Fw 190 or Me 109 outclimb me in the

installed in Thunderbolts from late 1944, although many P-47s in the ETO had had

Thunderbolt. The new propeller was wonh 1,000hp, and then some.

the sight fitted through base- or depot-level modification. The factory-installed rear view mirror above the windscreen framing was generally

According to Johnson's CO, the legendary 17.75-kill ace Col Hubert "Hub"

considered inadequate for a pilot to see behind him in combat, so P-47 units tried

Zemke, the "wide blade propeller took a much bigger bite of air and improved the

various mirror arrangements. It was not uncommon for some of the fighters to have

fighter's rate of climb at low altitudes." The props, when combined with the newly

three mirrors, with additional ones fitted to the sides of the windscreen framing.

introduced water injection equipment which boosted the engine's performance for

Others sported two large Spitfire-type mirrors fixed to the top of the windscreen

short intervals, gave the P-47D a dramatic improvement in its rate of climb by around

framing. Plexiglas "bubble" panels originally supplied for better observation on

600ft per minute. "We could now top 30,000ft in about 13 minutes, instead of20,"

bombers were also fitted in place of the side Plexiglas of the

P-4Ts canopy. Such

modifications were rendered superfluous with the development of the "bubbletop" P-47D in the spring of 1944, however. The P-47D-l, of which 114 were built from December 1942, was the first

Zemke recalled. The P-47D's top speed of 433mph at 30,000ft and its formidable performance in the dive made it ideal for flying top cover for high-flying B-17 and B-24 heavy bomber formations that eventually reached as far as Berlin from bases in eastern England.

Thunderbolt model produced at the company's new Evansville, Indiana, plant. It differed

For the fighter-bomber role, the aircraft's "universal" wing and underbelly

little from previous models except for the standardization of water injection into the

mountings permitted various combinations of up to 2,5001b of bombs, two

intake manifold to produce more prolonged combat power of2,300hp at 27,000ft. Other

150-gal tanks and one 75-gal tank and, later, rocket projectiles in a tube cluster to

changes included additional armor protection for the pilot, fuel and oxygen system

be carried. A full bombload meant that ammunition for each of the six or eight

upgrades and the exhaust ducting was again modified for improved reliability and

0.50-in. machine guns was reduced from 425 to 267 rounds, but the Thunderbolt's

performance. The 114 P-47D-RAs from Evansville were identical to Farmingdale-built

firepower remained undiminished.

P-47C-2-REs. P-47D-l-REs differed from earlier versions in having an additional pair

During strafing attacks, the weight of the bombload and drop-tanks added to that

of flaps on the engine cowl to vastly improve cooling of the R-2800-21 engine, which

of the aircraft resulted in a terrific increase in speed when the fighter went into a dive.

suffered from cylinder head overheating.

It could cause a surge or vapor lock in the fuel lines, as the fuel pump was unable to

78th FG at Duxford in D·Day

meet the "g" loads imposed, and a number ofP-47s suffered engine failure over enemy

markings in late June 1944.

Paddle-bladed airscrews of increased diameter were fitted to the D-models as standard,

P-47D-28 44·19566 of the

and these helped absorb the full war emergency power of the R-2800-59 engine. One of the first pilots to fly a P-47D fitted with broader chord propellers in the ETO - in early 1944 - was 1Lt Robert S. Johnson of the 56th FG's 61st FS, who would eventually claim 27 kills (nine of which were Bf 109s) in the Thunderbolt. He provided details of his first flight in a modified P-47 in his postwar autobiography, THUNDERBOLT!: New Year's Day, and what a presenr we received. We Hew ro a mainrenance depot at Warrisham ro have the Thunderbolts modified. Our engineering officers were making a terrific fuss over a new propeller designed especially for the Thunderbolt. They insisted that the fat paddle blades of the new propellers would bring a tremendous boost in performance, as the i~lcreased blade area would permit the props ro make the greatest use. of the Thunderbolt's 2,000 horsepower. We listened ro their enrhusiastic ramblings with more than a grain of salt - and never were we more mistaken. What a difference the blades made when 1 took my modified fighter up for the first time. It quivered and began to shake badly as if panially stalled. The next thing I knew I was in dive and wow! I hauled back on the stick, afraid that the engine would tear right out of the mounrs. What I didn't realize was that the new propeller was making all the difference. At 8,000ft I pulled the Thunderbolr inro a steep climb. Normally, she'd zoom quickly and then 12

slow down, rapidly approaching a stall. Bur now the Jug soated up like she'd gone crazy.

13

territory as a result of this problem. The P-47D-15 was the first Thunderbolt built with underwing pylons and fuel system plumbing within the wings to allow the aircraft to fly with expendable fuel tanks. Internal fuel capacity was also boosted to 375-gal and the overall bombload increased to 2,500Ib. Finally, the canopy was made completely jettisonable too. The "razorback" P-47D was built in numerous sub-variants, ranging from the D-l up to the D-24, and these differed from one another in respect to their engine specification and wing weapon/plumbing fit. The first major structural change to the Thunderbolt came with production of the P-47D-25 in late 1943. In July of that year, the last D-5 built was given a cut-down rear fuselage and a clear-view bubble canopy sourced from a British Hawker Typhoon. Designated the XP-47K, the aircraft proved to be so popular with test pilots that the new "blown" Perspex canopy was immediately introduced to the Thundetbolt This P·47M from the 56th FG was stripped of its panels and put on display at Boxted on August 1, 1945 as part of the US Army Air Forces Day, which saw the base open its gates to the British public. Hundreds of local boys queued up to

production line starting with the P-47D-25-RE at Farmingdale and the P-47D-26-RA at Evansville. Prior to the phasing out of production of the "razorback" Thunderbolt, some 3,962 D-models had been built at Farmingdale and 1,461 at Evansville. From the "Dash 25" onwards, the cwo plants produced 2,547 and 4,632 D-models. By the time the first of these airctaft - unofficially dubbed "Superbolts" by frontline pilots - reached the

the big fighter, parked outside

ETO, aircraft were being delivered to the USAAF unpainted. The 56th FG received its first P-47D-25s in May 1944, and Col "Hub" Zemke was an early recipient as he

Boxted's NO.1 hangar.

recalled in his autobiography The HUB - Fighter Leader:

take a peek into the cockpit of

The one-piece clear cockpit canopy provided the pilot with excellent all round visibility, and helped cut down the fatigue from neck twisting. The only drawback was that the rear fuselage cockpit fairing had been removed, affecting the directional stability of the aircraft. The other welcome change with the Superbolt was an enlarged internal fuel tank providing an extra 65 gallons. This allowed us to take the maximum advantage of our external tanks, for we could push much farther into Germany and still be able to return on internally held fuel. By the time production of the P-47D ended with the D-40-RA, which featured a dorsal fin (first installed as a retrofit in the field on the D-27) to cure instability problems that had always afflicted the "bubbletop" Thunderbolt, some 12,602 D-models had been built - the largest production quantity of one sub-type of any US fighter ever produced. The next P-47 variant to attain series production was the high-speed M-model, hastily built to combat the VI flying bomb threat in the summer of 1944. The aircraft was essentially a late-build P-47D fitted with a more powerful R-2800-57(C) engine that boasted an uprated CH-5 turbosupercharger, the latter having been trialed in the XP-47J - this machine attained 504mph during flight tests in 1944. The P-47M was also fitted with airbrakes in the wings to help the pilot slow the big fighter down when trying to achieve a firing position behind a slower enemy aircraft. Just 130 "sprint" P-47Ms were built, and these were used exclusively by the 56th FG from the late summer of 1944. Abnormally low cylinder head temperatures, breakdown of the ignition systems at high altitude and other engine problems dogged P-47M operations, and the group enjoyed only moderate success with the aircraft. The final variant to attain production was the P-47N, which was significantly different to the ubiquitous D-model. The aircraft was fitted with a new long-span wing tailored to cope with the much-increased weight of the Thunderbolt - it also contained fuel cells for the very first time. The wing, which was 18in. greater in span and boasted 22 sq. ft of extra area, incorporated larger ailerons and square-cut tips that significantly increased the roll rate. The fighter's undercarriage was also strengthened to meet the rise in weight by 750lb to 21,200Ib. Large orders were placed for the aircraft, but Farmingdale had completed just 1,667 airframes and Evansville 149 when contracts were canceled in December 1945 in the wake of VE- and VJ-Days. It was intended that the P-47N would equip the 56th FG, but the war ended before the "Wolf Pack" could get them into combat, and the type was used exclusively in the Pacific theater, where its extended range made the aircraft an excellent strategic bomber escort. P-47D/Ns remained in USAF service for a number of years after the war, passing to Air National Guard units before being phased out of service in 1955. By then all surviving Thunderbolts had been redesignated F-47D/Ns.

14

Altogether, 15,683 examples of the Thunderbolt were built. Although not as high a number as for the Bf 109, Spitfire or Yak series of fighters, this figure makes the P-47 the most-produced American fighter of all time.

15

OPPOSITE This Sf 109G-5/AS was

Sf 109

assigned to leading P-47 killer Hauptmann Theodor

Undoubtedly the most famous German fighter ever, and built in greater numbers

Weissenberger whilst he

rhan any other aircraft except for the Ilyushin 11-2, the Messerschmitt Bf 109 fought

was Gruppenkommandeur of

in the Spanish Civil War and World War II. The aircraft's origins can be traced back

I./JG 5, based at Gardelegen, in Germany, in June 1944. Wearing a textbook set of

Goring, issued Tactical Requirements for Fighter Aircraft (Land). This document stated that the Luftwaffe needed a single-seat daytime fighter armed with two fixed

chevrons" on either side of its

machine guns (1,000 rounds) or one fixed cannon (100 rounds). It had to have a

appointed Weissenberger flew to the Normandy front shortly after the Allied invasion of June 6, 1944. He used this "Gustav" to down the majority of the 13 P-47s he claimed destroyed in June-July 1944.

29ft 7tn.

On July 6, 1933, the Reichsluftfahrrministerium (RLM), headed by Hermann

in the form of "double black

the aircraft that newly

.'.

to the fledgling Luftwaffe's desire to modernize its fighter force in the early 1930s.

Kommandeur's markings

fuselage, this was reportedly

.

radio for air-to-air and air-to-ground communication, as well as a safety harness, oxygen system, parachute, and heating for the pilot. The fighter had to be able to maintain a speed of 400km/h for up to 20 minutes at 6,000m, possess at least an hour's flighr duration and take no longer than 17 minutes to reach this height. Its ultimate ceiling was to be 10,000m. From a handling perspective, the aircraft had to be capable of diving and turning without losing alritude, and be easily recoverable from a spin. The fighter also had to be operable from the average German airfield, which was 400m x 400m in size, by an average frontline pilot. It would also be required to fly in cloud and fog, and to perform group (up to nine aircraft) take-offs and landings. Finally, the design must be small enough to enable it to be transported by rail. Having already built fighters for the Luftwaffe, Arado, Heinkel and Focke-Wulf were seen as front runners to win this lucrative conttact, and Messerschmitt, which had no experience in designing fighters, was seen as the rank oursider. The company had a long history of aircraft construction, however, having taken over the Udet Flugzeugbau in July 1926. Bayerische Flugzeugwerke AG had merged with fellow aircraft manufacturer Messerschmitt Flugzeugbau at this time, and company founder, Dipl.-Ing. Willy Messerschmitt, assumed design control within the new enterprise. Its series of fast sports aircraft from the late 1920s and early 1930s, boasting low-set, cantilever wings, gave the RLM the confidence to instruct Messerschmitt to build a four-seater touring aircraft to compete in the 1934 European Flying Contest. The M 23 design by Willy Messerschmitt had won this prestigious international competition in 1929 and 1930, and the new aircraft produced by the company was eventually designated the Bf 108. Design work 0~1 the Bf 109 commenced in secret in March 1934 at the Bayerische Flugzeugwerke AG facility jon Augsburg-Haunstetten, in Bavaria. Many f)atures embodied in the Bf 108 would find their way into the Bf 109 prototype, including flush-riveted stressed-skin consttuction, cantilevered monoplane wings, equipped with Handley Page "slots" along the leading edges, and a narrow track undercarriage attached to rhe fuselage and retracting outwards into wells forward of the main spar. Buoyed by the success of the Bf 108, Messerschmitt pressed on with the Bf 109, which incorporated all of the features previously mentioned. Aside from the wing "slots," the aircraft also had trailing edge flaps, and the two combined with the flying

16

surfaces' small surface area (made possible by the growing power of aero engines) to

17

ultimately give the Bf 109 unmatched maneuverability. The fuselage itself was made of light metal as a monocoque structure of roughly oval section, constructed in twO

Among the first Bf 109B-2s to enter frontline service in the spring of 1937 were these

halves and joined along the centerline. Right from the start, Messerschmitt had planned that the lightweight Bf 109 would be powered by one of the new generation inverted-Vee 12-cylinder engines under

aircraft of /./JG 132, based at Juterbog-Oamm. This unit would subsequently become

development by Junkers and Daimler-Benz. The former's 680hp Jumo 210 was ultimately selected because it was at a more advanced stage in its development than the 960hp DB 600Aa. As it transpired, delivery of the Junkers powerplant was delayed

Jagdgeschwader 2 "Richthofen" in May 1939.

to the point where the first prototype Bf 109 V1 had to be fitted with a 695hp Rolls-Royce Kestrel VI engine. Construction of the of the VI was completed by early May 1935, and following a series of taxiing trials, on the 28th of that month Messerschmitt's senior test pilot, Hans-Dietrich "Bubi" Knoetzsch, made the fighter's first flight from AugsburgHaunstetten airfield. Following initial factory trials, the aircraft was sent to the Rechlin-based ErprobungssteLLe (testing center) for service evaluation. The latter soon proved that the Bf 109 was much faster and more maneuverable than its primary rival for the fighter contract, Heinkel's He 112 V1 (which was also Kestrel-powered). The Jumo 21 OA-powered Bf 109 V2 took to the skies in October 1935 and joined the trials program three months later. This aircraft also boasted two 7.9mm MG 17 machine guns in the fuselage upper decking. The V3, which had provision for an engine-mounted 20mm MG FF/M cannon firing through the propeller hub, flew for the first time in June 1936, and a short while later both Messerschmitt and Heinkel

Jumo 210Da engine. Some 657 were built, with aircraft also being constructed by Erla Maschinenwerk in Leipzig and Focke-Wulf Flugzeugbau of Bremen. By September 19, 1938, the Luftwaffe had 583 Bf 109B/CiDs on strength, but limited availability of the Daimler-Benz engine stymied plans for the rapid fielding of

received contracts from the RLM to build ten pre-production aircraft. In the autumn of that year the official trials culminated in a series of tests at Travemiinde, where the Bf 109 proved its superiority in a memorable flight

the Bf 109E. This was because bomber production had priority over fighter procurement in the late 1930s, and most DB 600 production was allocated to the He 111.

demonstration that included tailslides, flick rolls, 21-turn spins, tight turns and terminal dives. Being faster in level speed and in the climb than the He 112, and easily able to outdive the Heinkel, the Bf 109 could also perform much tighter turns thanks

Finally, in 1938, the focus shifted to fighter production, and by then the muchdelayed DB 60 1A was at last reaching maturity, so Daimler-Benz switched its efforrs to perfecting this powerplant. This new engine was very similar to the DB 600, but

to its leading-edge slots. From rank outsider, Messerschmitt had become the obvious choice for the contract, and the Bf 109 was duly announced the competition winner. Production Bf 109Bs entered service in Germany in February 1937, these early

crucially it featured fuel injection rather than a float carburetor. This meant that the Bf 109 could perform negative G flight, and also increased the fighter's range through improved fuel economy.

aircraft being built at Messerschmitt's Augsburg-Haunstetten plant. It soon became clear that a larger factory would be required, however, so a new site at Regensburg was duly developed, and production of the "Bertha" was duly transferred there. The

With its DB 601A engine rated at 1,175hp for take-off, the Bf 109E-1 finally entered series production in December 1938, the new aircraft boasting unmatched take-off and climb performance. The higher wing loading of the "Emil" increased the fighter's turning circle and stall speed, bur it was still very much a pilot's aircraft. Like the D-model before it, the E-1's armament consisted of two 7.92mm

company's desigp offices remained at Augsburg. In June 1937, the Bf 109 V10 flew for the first time with the promising 960hp Daimler-Benz DB 600Aa fitted. This new powerplant was much longer and heavier than the Jumo, and in order to offset the shift in the aircraft's center of gravity, Messerschmitt redesigned the fighter's cooling system. A shallow radiator bath was fitted under the nose and two radiators positioned beneath the wings. A three-bladed VDM propeller also replaced the two-blade VDM-Hamilton airscrew fitted to the Jumo-powered Bf 109B. Due to the fighter's increased all up weight, its fuselage and undercarriage were also strengthened. This aircraft would effectively serve as the 18

In the early spring of 1938 deliveries of the Bf 109C, fitted with the 730hp fuelinjected Jumo 210Ga engine and wing-mounted machine guns, commenced, with the first aircraft being issued to I.IJG 132. Only 58 were built prior to production switching to the four-gun Bf 109D, which was powered by the 680hp carburetored

prototype for the Bf 109E.

MG 17s in the upper fuselage decking and two more machine guns in the wings. The latter had 500 rounds per gun, and the fuselage guns had 1,000 rounds each. In early 1939 the first Bf 109E-3s began rolling off the production line, these aircraft having their wing MG 17s replaced with MG FF 20mm cannon as initially trialed in the Bf 109C-3. Each weapon only had 60 rounds, but their destructive punch was unrivaled. Once in frontline service, the E-3 "Kanonenmaschine" was rated as the best early generation Messerschmitt by those that flew it, with the aircraft enjoying a greater margin of superiority over its rivals than any other Bf 109 variant.

19

Between January 1 and Seprember 1, 1939, 1,091 "Emils" were delivered. Four engine plants had been esrablished ro allow producrion of rhe DB 601 ro keep apace wirh airframe construcrion, with Bf 109s being built by Messerschmitt, Erla and Fieseler in Germany, and by the Wiener-Neustadt Flugzeugbau in Austria. By the time the Wehrmacht advanced east inro Poland on September 1, 1939, no fewer than 28 Gruppen were operating Bf 109B/C/D/Es. The Messerschmitt fighter was now well placed ro dominate the skies over Europe. In the autumn of 1940, Messerschmitt's E-model replacement in the form of the Bf 109F-1 began rolling off production lines in Germany. This aircrafr differed from its predecessor primarily in its weaponry. The F-model saw the wing guns deleted in favor of a single engine-mounted cannon firing through the propeller hub, in addition ro twO upper cowling-mounted machine guns. Various hydraulic and cooling system improvements were also incorporated, as was additional pilot and fuel tank armor. Externally, the fighter was also more streamlined around the nose, and lengrhened overall. The tail section was tidied up aerodynamically, with the deletion of the horizontal stabilizer bracing. Finally, the F-model's wing was completely redesigned, with the wingtips extended and rounded. Production of the Bf 109F numbered 3,300+ airframes built over four sub-variants (F-1 to F-4), and ran from September 1940 through to May 1942. Like the "Emil," the "Friedrich" performed both fighter and fighter-bomber missions in eastern and western Europe, the Mediterranean and in North Mrica. The F-model was replaced on the production line in June 1942 by the Bf 109G, which combined the "Friedrich's" refined airframe with the larger, heavier and considerably more powerful 1,475hp DB 605 engine. Cockpit pressurization was also introduced for the first time with the G-1, although most later sub-variants lacked this feature. Produced in staggering numbers from mid-1942 through to war's end, some 24,000+ Bf 109Gs were constructed in total- including an overwhelming 14,212 in 1944 alone.

Numerous modifications to the basic G-1 were introduced either in the facrory (as Umrust-Bausdtze facrory conversion sets) or in the field (Rustsdtze), and these included the provision for extra armament, additional radios, introduction of a wooden tailplane, the fitting of a lengthened tailwheel and the installation of the

Bf 109G-6s of III./JG 3 are refueled at Leipheim between missions flown in defense of Berlin in early March 1944. These Jagdwaffe fighters had

MW-50 water/methanol-boosted DB 605D engine. In an attempt to standardize the equipment of the frontline force, Messerschmitt began production of the Bf 109G-6 in February 1943, and this model included many of these previously ad hoc additions. The G-6 would ultimately prove to be the most important variant of Messerschmitt's

just clashed with P-47s and

famous fighter, with 12,000+ examples being built - more than a third of the overall production run for the Bf 109. Unfortunately, the continual addition of weighty items like underwing cannon gondolas, rocket tubes and larger engines ro the once slight airframe of the Bf 109 eliminated much of the fighter's once legendary maneuverability, and instead served

Air Force B-17s that had been

P-51s in a series of ferocious battles over the German capital, the U5AAF fighters attempting to protect Eighth

sent to bomb Berlin in daylight for the very first time.

ro emphasize the aircraft's poor slow-speed performance, tricky lateral control and ground handling. Yet in the late-war Bf 109G-1 0 model, fitted with the Erla Haube bulged canopy,

A III./JG 2 Gruppe Spiess (senior NCO). with his hand on the exhaust shroud, supervises the return of a Bf 109F-2 into its small wooden hangar at 5t Pol 20

in the summer of 1941.

tall wooden tailplane and DB 605D engine, Messerschmitt had a fighter capable of achieving speeds up to 429mph at 24,280ft. Confusingly, although the G-1 0 appeared numerically after the lightened G-14 in the sub-variant list for the Bf 109G, it was in fact the last production G-model ro see service! The last main operational version of the Bf 109 was the K-series, which was developed directly from the "Gustav." The K-4 was the only sub-variant ro see frontline service, and this aircraft boasted a DB 605DM engine, wooden tail construction and single cannon and twin machine gun armament. All major Bf 109G/K variants that fought with the P-47 in 1943-45 are described in detail in the next chapter.

21

A flight of 61st FS/56th FG P-47Bs is led over Long Island Sound in September 1942 by the group's CO, Maj Hubert Zemke. Oenoting its assignment to the latter pilot, 41-6002 has three stripes [in squadron colors of red, yellow and blue]encircling the rear fuselage, and a nose cowling band also similarly decorated. This aircraft was damaged in an accident on October 10, 1942, and after being repaired, it went to Westover

TECHNICAL SPECIFICATIONS

Field, Massachusetts, on November 20. It was eventually written off in an accident on January 14, 1943.

system. The follow-on C-5-RE had an upright radio mast in place of the forwardsloped example previously fitted. The first P-47C was completed on September 14, 1942, and a total of 602 were eventually built.

P·47D·1 THROUGH TO D·10

P-47 THUNDERBOLT P·478

The D-1-RA (114 built) was the first P-47 model to emerge from the new Evansville, Indiana, plant from December 1942 - RA was the Evansville factOry designation. It was essentially similar to the C-5. The D-1-RE had additional cowling flaps, improved pilot

Initial production version which differed from the protOtype only in having a sliding hood in place of the hinged canopy, an SCR-774 radio (with a redesigned forward-slanted aerial), metal-skinned control surfaces, production 2,000hp R-2800-21 engine and

armor and a new radio mast- all 105 were built at Farmingdale. The D-2-RA (200 built) was similar to the D-1-RE, as was the D-2-RE (445 built), which also featured minor upgrades to the fuel system. Some 100 D-3-RAs were then constructed, and these were similar to the D-2-RE. The D-5-RE (300 built) was based on the D-1-RE, but with

General Electric A-13 turbosupercharger. The addition of internal operational equipment increased the aircraft's gross weight by 1,2701b to 13,356Ib, although maximum level speed was increased to 429mph. The first five B-models built became pre-production test and evaluation aircraft. A tOtal of 171 P-47Bs completed in tOtal, all at Farmingdale.

modifications to tlle aircraft's fuel and hydraulic systems. The D-4-RA (200 built) was similar to the D-5-RE. The D-6-RE (350 built) was effectively a D-1-RE with two-point shackles for a bomb or a drop tank under the fuselage. The D-10-RE (250 built) was also based on tlle D-1-RE, but with further improvements to the hydraulic system and the f1tment of a General Electric C-23 turbosupercharger.

P·47C Similar to the P-47B, the P-47C-1-RE (RE was factory designation for Farmingdale) was fitted with a 2,300hp R-2800-59 that featured an A-17 turbosupercharger regulator. Aircraft also had a slightly longer forward fuselage, which had been extended

22

8in. at the firewall (increasing overall length from 35ft to 36ft 1in.) to create a better center of gravity and make the engine accessories compartment roomier and easier to work in. This variant also had the provision for a belly-mounted bomb or drop tank. The C-2-RE featured a metal-covered rudder and elevators, as well as a revised oxygen

P·47D·11 THROUGH TO D·23 The D-11-RE (400 built) was fitted with a 2,300hp R-2800-63 engine that featured water injection, as was the identical Evansville D-11-RA (250 built). The D-15-RE (496 built) introduced single stations for a bomb or drop tank beneath each wing panel and an increased payload that meant it could carry twO 1,0001b or three 500lb bombs. The D-15-RA (I 57 built) was identical in specification. The D-16-RE (254 built) was based on the D-ll-RE, but it could run on 100/150 octane fuel- just 29 D-16-RAs

23

The distinctively marked

P-470-25 THROUGH TO 0-40

engine cowling panels of a 84th FS/78th FG P-470-22

The D-25-RE (385 built) was me first P-47 fitted wim a teardrop canopy and cut-down

"razorback" are carefully

rear fuselage. The aircrafr also had an increased supply of oxygen and some of its fuselagelocated systems repositioned ro allow its fuel capaciry ro be increased ro 270 US gallons. The D-26-RA (250 built) was similar ro the D-25-RE, as was the D-27-RE (615 built)

positioned in front of the fighter at Ouxford in the early spring of 1944. This aircraft was one of the first natural

bar minor fuel system modifications. The D-28-RA (1,028 builr) was based on the D-26-RA. The D-28-RE (750 builr) was similar ro me D-25-RE, almough it was fined wim a Curtiss Electric 13ft paddle-blade propeller. The D-30-RE (800 built) was also based on the D-25-RE, but it had five stubs beneam each wing for High-Velociry Aerial

metal Thunderbolts to arrive in the ETO from America. It was assigned to Capt Quince 8rown, who claimed 12.333 aerial kills, including seven

Rockets - the D-30-RA (1,800 built) was built ro the same specification. The final D-model sub-variants ro be built were me D-35-RA and D-40-RA, of which 665 were constructed in 1944--45. These versions featured a dorsal fin for increased stabiliry.

8f 109s, prior to being shot down by flak on September 6, 1944 and executed by an SS officer.

P-47G of a similar specification were built. The D-20-RE (250 built) was powered by a 2,300hp R-2800-59, and it also had a raised tailwheel strut, General Electric ignition

Basically similar to the C-1-RE, 20 P-47G-CUs were the first Thunderbolts built on the new Curtiss-Wright line at Buffalo, New York, in late 1942. These were fitted

harness and other minor airframe modifications - Evansville built 187 D-20-RAs ro an identical specification. Delivered in natural metal finish, the D-21-RE (216 built) had manual water injection control for the engine, but was otherwise similar to the D-11-RE. The D-21-RA (224 builr) was essentially the same as the D-21-RE. The D-22-RE (850 built) featured the 13ft Hamilron Standard paddle-blade propeller and

with R-2800-21 engines and Curtiss Electric 12ft 2in. propellers. Subsequent production covered the G-1-CU (40 built), similar to me C-5-RE, G-5-CU (60 built), similar to the D-1-RE, G-10-CU (80 built), similar to the D-6-RE, and G-15-CU (154 built), similar to the D-11-RE. Most were assigned to training unirs in the USA,

an A-23 turbosupercharger regulator. Featuring the same engine modification, the D-23-RA (889 built) was fined with a Curtiss Electric 13ft paddle-blade propeller.

where they were fined with the mounting points for a blind-flying hood inside the canopy. They were designated as TP-47Gs when used by training units.

P-470·28 44·19790 has its R2800 fettled in the autumn sunshine outside the NO.2 hangar at 80xted on October 11, 1944. This aircraft was assigned to Capt Michael Jackson of the 56th FG's 62nd FS, the eight-kill ace scoring five of his victories (including two 8f 109s) in 44-19790.

All versions of the P·47. Thunderbolt were armed with either six or eight Browning M-2 O.50-in. machine guns, SRlit three or four Rer wing. The wing magazines contained 425 rounds Rer gun, although thiS number had to be reduced to 267. rounds Rer gun from the ~-47.D-15 onwards if the fighter was carrying . ••

•• ....

III.... • •

• ..

fuel tanks affixed to its newly

. - ...

introduced underwing p'ylons

25

This Bf 109G-1 was assigned

P-47M-1

to P-4? killer Leutnant Heinz Knoke of II./JG 11 in the

Farmingdale hastily constructed the M-1-RE (130 built), featuring a 2,800hp R-2800-57 with an uprated CH-5 rurbosupercharger. The aircraft was also fitted with airbrakes in the wings, but was otherwise identical ro the D-30-RE. All were sent ro the 56th FG in the autumn of 1944, where dorsal fins were firred in the field.

summer of 1943. The aircraft boasts underwing rocket tubes. Keen eyes will also note the absence of the additional air scoop above the supercharger air intake which

P-47N

normally characterized the high-altitude G-1 [this was

The final production variant, the N-1-RE (550 built) saw the P-47D-27-RE fuselage,

presumably due to a replacement cowling being

firred with an R-2800-57 engine and CH-5 turbosupercharger driving a Curtiss Electric 13ft paddle-blade propeller, combined with a new long-span wing 18in. greater in span and 22 sq. ft larger in area. The larrer also incorporated larger ailerons and square-cut tips. Numerous detail design changes were also incorporated, and extra fuel in the wings gave a rotal of 186 US gallons - single 300 US gallon drop tanks could be carried beneath each wing. A furrher 550 N-5-REs followed, and these were similar ro the N-1-REs bar the addition of rocket launchers, AN/APS-13 tail warning radar and provision for a General Elecrric C-1 auropilot. N-15-RE (200 built) similar ro N-1-RE except for the addition of an S-1 bomb rack and K-14A/B gunsight. N-20-RE (200 built) similar ro N-1-RE, bar a new radio, as was the N-20-RA (149 built) except for minor cockpit changes. N-25-RE (167 built) was the final production version, and this roo was similar ro the N-1-RE except for the addition of

fitted from a non-pressurized "Gustav").

Like all G-series aircraft, many G-l/2s were modified in the field ro meet specific operational requirements. These Riistsatze alterations allowed the aircraft ro be carry a centerline bomb rack (R1 and R2), drop tank (R3) or anti-personnel bombs (R4), underwing MG 151 pods (R6), or fuselage-mounted cameras (R2, and R3 from 1943). Some 164 G-1s and 1,614 G-2s were built.

auropilot, a new cockpit floor and strengthened ailerons ro deflect rocket blast.

Sf 109G-3 AN D -4

Bf 109G/K Sf 109G-1 AND -2 Although looking very similar ro the Bf 109F, the G-series was built ro take advantage of the increased power output of the DB 605 engine, and the ability of the larrer ro be power-boosted ro increase its performance in speed and altitude. Pressurized versions were also built in an effort ro counter increased high altitude raids being made by USAAF heavy bombers. Additional armor was also a feature of G-series aircraft, as was thei~' improved 'armament, whereby rifle-caliber machine guns l"ere replaced by hard-hirring 13mm, 20mm and 30mm cannon. This also meant the rerurn of wing armament. Both the G-1 and -2 entered service in June 1942, with the former being pressurized for high altirude combat and larrer unpressurized. Both were ro be powered by the DB 605A, B or C, with each version being essentially the same bar different gear ratios - early G-1s also featured GM 1 nitrous oxide power boosting. Armament initially consisted of two nose-mounted MG 17 7.9mm machine guns and a hub-firing MG 151 20mm cannon. A G-2 Trop version was used in tropical and 25

rough theaters such as North Africa, this variant having additional engine filtering.

The unpressurized Bf 109G-4 actually appeared in the from line before the pressurized G-3, making its combat debut in November 1942. A rotal of 1,100 G-4s were produced between September 1942 and May 1943 (with additional aircraft built in Hungary between July and September 1943). JUSt 50 G-3s were constructed in January-February 1943. The G-3/4 differed from the G-1I2 by having a FuG 16Z radio installed in place of the FuG 7a - the aerial wire arrangement was changed also. The RListsatze sets made available were identical in content and designation ro those fitted ro the G-1I2, and Messerschmitt also produced an UmrList-Bauzatze U modification for the G-3 roo. Designated the U2, it referred ro an uprated type of GM 1 power-boosting, combined with the fitment of a propeller from an Me 210.

Sf 109G-S AND -6 The unpressurized Bf 109G-6 and pressurized G-5 were issued ro fronrline units from February and September 1943, respectively. In their initial form, they only differed from the G-3/4 in having cowling-mounted MG 131 13mm machine guns rather than MG 17 7.9mm weapons. The large breech blocks associated with the MG 131 could only be housed by modifying the upper fuselage engine cowlings ro incorporate distinctive beulen (boils) that in turn came ro symbolize all late war Bf 109Gs.

27

Powered by a DB 605A with GM 1 or a DB 605AS incorporating the larger

this variant centered on the late (1944) R2 set, which covered the fitment of a single

supercharger of the DB 603 (designated the G-5/AS, and with no beulen), less than 500 G-5s were built. These were the last pressurized Bf 109s constructed for frontline use, as cockpit pressurization was found to be of dubious operational value. Once again, with the G-5 the Rlistsatze sets made available were identical in content and designation to those fitted to previous G-series aircraft, with the addition of the R2

WGr 21 mortar launcher beneath each wing. Numerous Umrlist-Bauzatze modifications were to feature, however, starting with the U2 that saw the fighter fitted with a GM I-boosted engine and a wooden tailplane similar to that used by the G-5/U2. The U4 saw the MK 108 replace the MG 151, while the U5 had underwing

(reconnaissance), R5 (underwing cannon pods) and R7 (extra navigation aids). Umrlist-Bauzatze U modifications, often combined with Rlistsatze sets, were also produced, with the U2 being GM 1 power-boosted and featuring a wooden tailplane of increased height (and revised fin-and-rudder assembly), and the U4 having a MK 108 30mm cannon replacing the hub-firing MG 151. Finally, the Bf 109G-5/AS was powered by the DB 605AS engine, and its supercharger was housed within a bulged fairing on the port side of the forward fuselage - this variant had no beulen as a result. Unlike the G-5, the Bf 109G-6 was built in staggering numbers, with more than 12,000 examples rolling off production lines between the late autumn of 1942 and June 1944. Built as the first "standard" model "Gustav" that was intended from the outset to accept any of the ever-increasing number of Rlistsatze sets emanating from Messerschmitt, the G-6 was also capable of being powered by several versions of the DB 605A - the uprated DB 605D was also made available from January 1944. The G-6 was also the first "Gustav" variant capable of carrying the engine-mounted MK 108 cannon. However, production of this awesome 30mm weapon was delayed to the extent that a considerable number of G-6s were built with the MG 151 fitted instead. As with the G-5, the Rlistsatze sets available for the G-6 followed the R designation pattern put in place with the G-l/2. The only real changes unique to

MK 108s instead of the 20mm cannon. The U6 was similarly armed, but also had the engine-mounted MG 151 replaced with a MK 108 too. Various G-6s had clear vision Eda Haube hoods fitted in the field in place of the conventional framed canopy. Finally, the Bf 109G-6/AS was powered by the DB 605AS engine, and like the G-5/AS, it had a supercharger bulge rather than MG 131 beulen.

Sf 109G·8 Produced in small numbers, the G-8 was a specialized tactical photo-reconnaissance version of the G-6 that was built to support ground forces. This variant appeared in August 1943, and featured a vertically-mounted camera (either an RB 12.5/7 or RB 32/7) in the center fuselage. Again, the Rlistsatze sets available for the G-8 followed the R designation pattern put in place with the G-l/2, with the only unique one to this variant being the R5 set which saw the aircraft fitted with a FuG 16 ZS radio - the latter operated on Army frequencies. Two Umrlist-Bauzatze kits were also made available, with the U2 seeing the aircraft fitted with the GM I-boosted engine modification and the U3 featuring a DB 605D with MW 50 methanol-water injection. All G-8s had their MG 131 fuselage guns deleted, the aircraft relying on the hub-firing MK 108 or MG 151 for self-defense.

.. • ...

Like flrevious versions of the I'

fitted with a flair of upfler

.

...

.

·· ...

initially taken the form of

.. ... ..

I

.

Rheinmetall MG

·

.. ..

.

..

• I:

I: • I

onwards, the weaflons installea

.

'"

.. .

Each weaflon had a magazine • •

II.

...

•

·

...

·. • • • ·

• .•

.. .

Sf 109G-10 Appearing afrer rhe Bf 109K series, and rhus earning rhe disrincrion of being rhe lasr sub-eype builr before war's end, rhe Bf 109G-10 firsr appeared in rhe aurumn of 1944. Officially defined as a "basrard eype" by rhe Lufrwaffe, rhe aircrafr combined rhe 1,850hp merhanol-warer injecred DB 605DM engine of rhe Bf 109K-4 wirh rhe G-14/AS airframe. However, a chronic shorrage of rhese engines saw DB 605ASs rourinely fined in rheir place, and as wirh all AS-powered Bf 109G/Ks, rhese parricular aircrafr had a supercharger bulge rarher rhan MG 131 beLden. As wirh rhe G-12, rhe Erla Haube hood was widely firred ro rhis varianr also, bur once again ir did nor rorally replace rhe original framed G-model canopy. The RLisrsarze !
Sf 109G-12

rhe hub-firIng MG 151 wlrh a MK 108, an insread of a meral one.

saw a wooden raIl assembly fined

11.1JG 3's "Yellow 1," taken in January 1945, illustrates

seen on patrol near Frankfurt

all the salient features of the

on May 12, 1944. It bears

Produced ahead of rhe Bf 109G-14 and G-10, rhe G-12 was a dedicared rwo-sear

"black double chevron"

rrainer version of rhe "Gusrav" creared rhrough rhe conversion of exisring G-2/4/6

Gruppenkommandeur

This posed photograph of

Sf 109K-4

Bf 109K-4 - the "unbulged" cowling associated with the DB 6050M engine, mainwheel

markings on the fuselage,

airframes. A roral of 494 G-12s were modified by Blohm & Voss berween Seprember

Conrinuing delays wirh rhe mass producrion of new German jer fighrers forced rhe

as well as sage green Defense

1943 and December 1944. To make room for rhe second sear, rhe aircrafr's fuel

RLM ro keep building Bf 109s unril war's end. Realizing rhar producrion of various

filler cap [indicated by the

of the Reich bands aft of the

capaciey was reduced from 400 ro 235 lirers. The insrrucror sar in rhe rear sear and

UmrLisr-Bauzarze and Riisrsarze kirs was slowing overall producrion, rhe RLM

warning triangle], which was

spoke wirh rhe srudenr pilor via an inrercom. The sole Riisrsarze kir available for rhe

decided ro rarionalize rhings by ordering Messerschmin ro incorporare rhe besr of

gray and white, vice black and white, Balkenkruez. Note the fighter's underwing MG 151120

G-12 was rhe R3, which allowed rhe aircrafr ro carry a 300-lirer drop rank.

rhe G-model upgrades inro a single airframe, which was in rum designared rhe Bf 109K-4. Like rhe G- J 0 (which acrually appeared afrer rhe K-4), rhe new aircraft

cannon pods.

doors, repositioned dorsal fuel

moved forward one frame and displaced the OfF loop to its rear, and long-legged retractable tailwheel.

Sf 109G·14 Very similar in specificarion and appearance ro lare-build G-6s, rhe DB 605AMpowered Bf 109G-14 began appearing in rhe fronr line in July 1944 afrer Messerschmirr decided ro incorporare rhe MW 50 power-boosr as srandard equipmenr on all pisron-engined fighrers rhen in producrion - rhis was previously available as rhe U3 modificarion on rhe G-6. The G-14 also had rhe FuG 16ZY radio firred as srandard roo, rhis equipmenr being rerrofined to lare-build G-6s. The Riisrsarze !
loop and a FuG 25a IFF anrenna below rhe fuselage.

31

would be powered by rhe DB 605DM with MW 50 boost. The K-model would also incorporate as much non-strategic material (such as wood and steel sheeting) within its structure as was possible. The armament was upgraded to two 13mm MG 131 machine guns in the cowling and a hub-firing MK 108 30mm cannon. As with several other late-build variants of the Bf 109G, the aircraft's tail assembly was made entirely of wood, and a longer, retractable, tailwheel was also fitted to some, but not all, K-4s. Yet another late-build G-model modification to be found in the K-4 was the employment of broad chord propeller blades. The fighter also lacked an antenna mast. The first K-4s entered service in October 1944, and they were the only sub-type of the final Bf 109 series to see combat - some 1,500+ had been built by VE-Day. Again, Riistsatze kits were available, covering the fitment of a bomb rack (Rl), RB 50/30 or RB 75/30 cameras and FuG 16ZS radio (R2), extended range 300-liter drop tank (R3), two underwing MG 151s (R4) and the installation of a BSK 16 gun camera (R6) in the left wing. Many K-4s had no MG 131 beulen, and most were fitted with the Erla Haube hood. Finally, the aircraft had an underwing Morane mast as well as a Zielfluganlage D/F loop and a FuG 25a IFF antenna beneath the fuselage. There were no Umriist-Bauzatze kits produced by Messerschmitt for the K-4.

i P-47D THUNDERBOLT and Bf 109G COMPARISON SPECIFICATIONS I II

P-47D-25

Sf 109G-6

2,300hp R-2800-59

1,800hp OB 605AM

Span

40ft 9.25in.

32ft 6.5in.

Length

36ft 1.?5in.

29ft 7in.

Height

14ft 2in.

8ft 2.5in.

Wing area

300 sq. ft

174.37 sq. ft

Empty

1O,0001b

5,8931b

Loaded

19,4001b

7,4911b

Powerplant

Dimensions

---

Weights

Firmly chocked, a Bf 109G·14

Performance

of 9./JG 26 has its DB 60SAM

Max speed

429mph at 27,800ft

385mph at 22,640ft

Range

475 miles [without tanks)

447 miles [without tanks]

Climb

to 20,000ft in 11 min.

Service ceiling

42,000ft

r---

Armament:

8 x 0.50-in. Brownings

to 18,700ft in 6 min.

- 37,890ft

engine run up at Lille·Nord just a few weeks prior to the O·Oay landings. The distinctive beulen synonymous with latebuild "Gustavs" are clearly visible in this close-up view.

2 x 13mm MG 131

Note also the original-style

1 x 20mm MG 151

canopy and 300-liter centerline drop tank.

. . .... . ....

..

engine and cowlll1g guns with two 20mm Mauser MG 151/20 cannon

..

I: ...

..

.

~

~.

• .... :. • ...

.... .. .....

fitted to the aircraft as Rart

..

...

.

....

R kit. Each weaflon drew its I

.. ~ ..

•

The widely used G-6 was most associated wit Ii

underwing cannon, with this fitment rarely being seen on subseque t

33

A further increase in the ranks of the ]agdwaffe in the west was achieved in April when two of]G 1's four Gruppen were redesignated as units of the newly-formed ]G 11, which continued to fly Bf 109Gs. Thus, by mid-1943, the Bf 109 strength in the west consisted of eight main Gruppen, five of which were deployed along the Channel and North Sea coastlines from the Biscay to the German Bight - the main routes used by the Eighth Air Force. From west to east, tlle five Gruppen were II.I]G 2, III./]G 26, III./]G 54 and II. and III./]G 11. The first two units formed part of Luftflotre 3, which was the frontline "air fleet" guarding outermost ramparts of occupied north-western Europe. Bf 109Gequipped I.I]G 27 was also part of Luftflorre 3, as was III.I]G 54 for a short while. The three Bf 109 Gruppen of]Gs 1 and 11, together with I.I]G 3, were subordinated to

THE STRATEGIC SITUATION

Luftwaffenbefehlshaber Mitte (the forerunner of Luftflotte Reich) purely for defense of the homeland, however. Sitting astride the "heavies'" main routes of approach into north-western Germany, ]Gs 1 and 11 bore the brunt of much of the action in 1943. The early official pedantry issued by Luftwaffe HQ that the Bf 109 units were to engage only fighter escorts tllat were in attendance, leaving the Fw 190As to concentrate on the bomber boxes, soon became an irrelevance in the heat of battle. Now, entire Gruppen and, on occasion, Geschwader of defending fighters would be sent up to do battle in the latter half of 1943 where previously single Schwiirmeor Staffeln had sufficed. Buoyed by its successes against the USAAF heavy bombers in the summer, the ]agdwaffe introduced a second wave of reinforcements to the Reich's Defense

Following the invasion of the Soviet Union in June 1941, the ]agdwaffe fighter force in

organization in the autumn of 1943. II. and III./]G 3 were duly pulled out of Russia

These new Bf 1D9G-6/R6 "gunboats" from I./JG 27 were photographed at Fels am Wagram, in Austria, in early 1944. Both aircraft have freshly applied Defense of

the west consisted of]G 1 in north-west Germany,]G 26 in the Pas de Calais and the

and sent to join I.I]G 3 in western Germany. In line with persisting doctrine, which

Low Countries and]G 2 defending the Atlantic coast ports of France.]G 2 and]G 26

stipulated that home defense Geschwader should consist of two anti-bomber Gruppen

of their tailplanes. These

had nine Staffeln each (a Staffel having a strength of 12 aircraft), grouped into three

and one Gruppe of covering fighters, II.I]G 3 received a batch of new Bf 109G-5

markings were introduced

Gruppen apiece. A total ofaround 200 Bf 109E/Fs therefore defended the Channel front

high altitude fighters to add to its G-6s. In reality, the "light" fighter Gruppe would

in January 1944. Note also

at any given time in 1941-42. At intervals, Gruppen or Staffeln from ]G 2 and ]G 26 would be sent to other

down as many bombers as fighters in coming months.

fronts, and their place taken by units from Jagdgeschwaderen posted in from the

II.I]G 27 and II.I]G 51 were also transferred in for Homeland defense from Italy at this time, both units again being equipped with Bf 109Gs. These new Gruppen

the Reich bands just forward

3. Staffel's "Staffel Marseille" emblem on the nose of the "Gustav" closest to the camera.

Mediterranean or the Eastern Front. Such rotation allowed the Luftwaffe to maintain its fighter strength at approximately 200 aircraft. With Allied air power in the West steadily increasing throughout 1942, and rhe USAAF's Eighth Air Force arriving in the UK in the late summer of that year, this force of 200 Bf 109Fs and Fw 190As found it increasingly hard to repel daylight bombing raids on industrial and strategic targets. In the spring of 1943, when the P-47 groups ofYlII Fighter Command commenced operations in defense ofU.SAAF heavy bombers, the ]agdwaffe in the west was forced to call on reinforcements from Gruppen in the east. By late July, a further five ]agdgruppen had been withdrawn from the southern USSR and Italy and sent to Germany to strengthen tlle day fighter arm defending rhe Third Reich. One of the first units pulled back was Bf 109G-equipped III.I]G 54, which arrived from the east in February 1943. I.I]G 27 followed from North Africa shortly afterwards, and the lasr of the trio of "Gustav"-equipped Gruppen posted in was 34

I.I]G 3, transferred west from Stalingrad.

35

Although senior personnel in the Luftwaffe wanted the more heavily armed Fw 190 to be the bomber killer, leaving the higher flying 8f 109 to deal with the escorting fighters, this photograph shows that "Gustav" pilots also received training in how best to down a "heavy." The experienced Jagdflieger appears to be advocating the head-on attack as the most effective way to engage a 8-24 - the wire protruding from the latter illustrates the bomber's areas of defensive fire. Judging from their expressions, his audience especially the pilot to his immediate right - seems to be far from convinced!

combined with those already in-theater to inflict such severe losses on USAAF bomber formations during raids on Schweinfurt and Regensburg in August, September and October that the Americans halted long-range penetration missions until suitable fighter cover could be provided. The Bf 109G was in the vanguard of these missions, and the defense of Germany in the late summer and early autumn of 1943 marked the pinnacle of the Jagdwaffe's performance in the west. From then on, as the Eighth Air Force's fortunes improved with the fielding of genuine escort fighters in the form of drop tank-equipped Thunderbolts and the arrival of the superb Merlin-engined Mustang, the German fighter force would find itself in an ever-steepening spiral of decline. Despite the bloody reversals over Schweinfurt and Regensburg, USAAF senior planners were generally of the opinion that precision bombing attacks by B-17 Flying Fortresses and B-24 Liberators could be flown in daylight against targets in Europe without escort and without suffering heavy losses. Nothing the RAF or anyone else said was going to sway this dogmatic resolve, and some Eighth Air Force generals even believed that escort fighters were unnecessary. However, just as the Luftwaffe had discovered in 1940 during the Battle of Britain, VIII Bomber Command eventually realized that bomber losses could be reduced in proportion to the distance escorting fighters could escort the "heavies." The Luftwaffe had been powerless to implement an effective strategy because a lack of organization in the production of fighters restricted the numbers of Bf 109s available to it in the summer and autumn of 1940. Those that did operate over Britain were severely restricted in radius of action by limited fuel reserves. The Luftwaffe was eventually forced to switch to night bombing, as was RAF Bomber Command when

Cromer

Norwich Great

Yarmouth

Lowestoft

357th FG

Location

High Wycombe Bushy Hall Oebden Kings Cliffe Wormingford Boxted Ouxford Fowlmere Bodney Raydon Steeple Morden Martlesham Heath Leiston East Wretham Bottisham Hanington Wattisham

@ Fighter Group bases

fIJ Other units Felixstowe Colchester

(Iacton on Sea Chelmsford

horrendous daylight losses left it with little choice but on German targets in 1941.

to

undertake nocturnal raids

But even when American bomber losses reached epidemic proportions in the autumn of 1943, the Eighth Air Force never abandoned its daylight precision bombing concept. That the USAAF daylight offensive did not go the same way as that of the Luftwaffe and RAF Bomber Command is due entirely to the advent of the long-range escort fighter.

In the autumn of 1942, all but one ofVIII Fighter Command's fighter groups (the 4th FG) had been transferred to North Africa in support of the Operation Torch landings. The rebuilding of the Eighth Air Force's fighter arm commenced in December of that year when the P-38-equipped 78th FG arrived in England from the US. A decision was then made to re-equip both groups with P-47C/D Thunderbolts, and VIII Fighter Command also welcomed the 56th FG in January 1943 - both the 4th and 78th re-equipped with Thunderbolts later that same month. All three units were declared operational with the P-47C in April, and by year-end there were ten Thunderbolt groups in England.

36

Un~

VIllAAF HO VIII FC HO 4th FG 20th FG 55th FG 56th FG 7Bth FG 339th FG 352nd FG 353rd FG 355th FG 356th FG 357th FG 359th FG 361st FG 364th FG 479th FG

The Eighth Air Force planned on using the P-47 force to support its daylight bomber operations, but pilots new to the theater were first to gain operational experience under the watchful eye of RAF Fighter Command. Spitfires had been employed in offensive cross-Channel operations since early 1941, mostly on Rodeos, whereby several squadrons carried out a high-speed sweep over France or the Low Countries to lure Bf 109s into combat. However, the Luftwaffe often refused to take

VIII Fighter Command's fighter groups were based in East Anglia so that they could be as close to targets in Occupied Europe as possible. Most of these airfields were built from scratch specially for the USAAF in a massive construction program launched in 1942.

37

the bait, so a Circus consisting of a small numbet of bombers with strong fighter

In late 1943, when returning home

support was despatched. A fighter escort for a dedicated bomber operation was known

from escort missions, Thunderbolt pilots

as a Ramrod. When planning P-47 operations, the prime consideration in 1943 was range. Early

began strafing targets of opportunity on

Thunderbolt missions without belly tanks lasted berween 1hr 45min and 2hrs 5min.

the ground. The aircraft proved so successful in this role that the P-47D was

With 75-gal pressurized tanks, missions could last up to 2hrs 50min. The 165-gal

subsequently adapted to carry wing-

tanks gave another 45-50 minutes' range, and with aircraft utilizing rwo 108-gal wing

mounted bombs to add to the destructive

tanks, P-47 groups could fly sorties that lasted up to 5hrs 30min - made of metal, the 108-gal tanks were initially in very short supply. The far more common treated

power of its six or eight machine guns. With more USAAF fighters now

pressed-paper wing tanks gave further range, but they also caused some problems.

appearing over Germany, the Jagdwaffe

The paper tanks were sometimes difficult to drop in combat because they

quickly transferred in additional Bf 109G-

occasionally froze at high altitude. One of the tricks used to jettison a recalcitrant

equipped units in the shape of IV/JG 3

tank was to have a wingman slip his wingtip berween the tank and the wing and knock

and II.lJG 53 from Italy. Despite their

it off the pylon! By late 1943, P-47 groups were using up to 480 tanks a month, and

arrival, and the bolstering of other Reich

they tried to keep a six- to eight-mission back srock on hand. Fighter units were

Defense units in Germany, the early

assigned their escort relay points by the size of the tanks they carried on the mission,

months of 1944 were to prove costly for

which of course dictated their range. Although the drop tanks gave the escort fighters a much-needed boost in their

the Bf 109G Gruppen, as the rate of attrition amongst its experienced and

range, they had a detrimental impact on the handling of the Thunderbolt, as Col

irreplaceable leaders rose dramatically

"Hub" Zemke recalled:

due to the extended range of the USAAF fighters. The latter were now spending

Flying a P-47 with a loaded tank was not a pleasant experience because the tank affected

much longer with the bombers, and their

the aircraft's aerodynamics. I figured out that if the Luftwaffe caught us while hugging

numbers were increasing all the time.

these things, we would be in trouble. Extra range, however, was a priority for our fighters due

to

the growing losses our B-17s were sustaining.

Four more Bf 109G-equipped Gruppen were added to the Homeland defensive line-up in the first half of 1944, as the Jagdwaffe struggled to make good rising losses.

Oberleutnant Alfred Grislawski [right], nominally the CO of l.IJG SO, and Oberfeldwebel Ernst SUss enjoy the relative peace of

of the camera in early 1944.

to encounter, and the Mustang's advantage of greater endurance over the P-47 saw groups equipped with the North American fighter regularly running up substantial scores as they saw widespread use escorting long-penetration raids deep into Germany.

denotes that it is flown by a

in the ETO, with the P-51B using 65 gal per hour compared with the P-47D, which

the rudder is Grislawski's tally

consumed as much as 200 gal per hour, depending on power settings.

bars of which represent downed USAAF heavy

autumn of 1944, with most Thunderbolts in the ETO being used as fighter-bombers by units assigned to the tactical Ninth Air Force. These groups (some 13 in total) of

wounded when shot down

IX and XIX Tactical Air Commands had departed bases in southern England for

by a P·51 on September 26,

France shortly after the June 6, 1944 invasion of Normandy.

the war with 133 kills to his credit.

admiring the wing guns of his P·470 for the benefit

The P-51 equipped all but one of the Eighth Air Force's fighter groups by the late

bombers. Although badly

1944, Grislawski survived

US fighter leaders of World

The Mustang had the lowest fuel consumption rate of the three main USAAF fighters

unit leader. Emblazoned on of 112 victories, the last three

38

fighting with VIII Fighter Command. Thereafter, the Jagdwaffe would be more difficult

September 1943. Parked 8f 109G·6, whose white tail

56th FG, was one of the great

War II. He is seen here

Wiesbaden·Erbenheim in behind them is Grislawski's

Col "Hub" Zemke, CO of the

I.IJG 5 arrived from Bulgaria in February, with II.lJG 5 following two months later from the Arctic front. Finally, III. and IV/JG 27 moved north from Italy to Austria in March to protect southern Germany from strategic raids by the Fifteenth Air Force. February-March 1944 proved to be the Thunderbolt's heyday when it came to air

D-Day has seen Allied air forces boasting no fewer than 4,100 fighters, of which 2,300 were USAAF P-38s, P-47s and P-51s. In response, the Jagdwaffe could muster

39

just 425 Bf 109Gs and Fw 190As in Normandy, of which only 250-280 were serviceable on any given day. In the lead up to D-Day, Channel-based JGs 2 and 26 had been bearing the full brunt of growing Allied air power. Unlike the Jagdgruppen stationed deep within Germany's borders, theirs was a campaign constantly being fought on two levels. For not only did they have to contend with high-flying US "heavies" attacking strategic targets within their own areas of responsibility (from U-boat pens in the west to airfields and industtial sites in the east) and beyond; they also had to oppose the swelling tide of tactical missions being mounted by the RAF and the Ninth Air Force as the coastal regions of north-west Europe were "softened up" ahead of the invasion. Prior to the actual storming of the beaches of Normandy, despite lengthening casualty lists, the Jagdwaffe had managed to hold its own in the west. But in the wake of the invasion, the long retreat to final surrender had commenced. The Luftwaffe had reacted quickly to the D-Day landings, and within hours of the first troops coming ashore, the whole Defense of the Reich organization that had been so painstakingly put together over past months was rorn apart. By the evening ofJune 9, no fewer than 15 Jagdgruppen - all but four of then flying Bf 109Gs - had left Germany for the threatened Western Front. Although carefully assigned areas to

operate in, such was the Allies' overwhelming superiority (approaching 20-to-1 in fighter strength alone) that the Jagdgruppen soon abandoned their bases and began flying from widely dispersed, and heavily camouflaged, landing strips. Even here they were not safe from marauding fighter-bombers (including numerous P-47Ds from the Eighth and Ninth Air Forces), and by the end of June more than 350 German aircraft had been destroyed or damaged on the ground. For many pilots who had only just begun to get to grips with the high-altitude anti-bomber air war over the Reich, the additional low-level dimension dictated by their opponents during the Normandy fighting proved roo much. During the last three weeks ofJune more than 170 German fighter pilots were killed in action. Within a fortnight of their arrival in France, many Jagdgruppen had been reduced to single figure strength. Although the losses in men and machinery were constantly being made good, the inexperienced replacement pilots fared even worse. Nevertheless, the Bf 109G Gruppen still managed to claim a large number ofAllied aircraft shot down, with the Ninth Air Force's P-47 fighter-bomber units suffering particularly badly. And with more and more P-51s now being present in-theater, the Thunderbolts of the Eighth Air Force (now flown by just the 56th, 78th, 353rd and 356th FGs, as the remaining groups had switched ro Mustangs) subsequently missed out on the renewed fighting over the German homeland in the late summer of 1944 primarily because the P-47 lacked the Mustang's endurance. The aircraft being encountered by VIII Fighter Command in August were the

NETHERLANDS • Munster

Giitersloh • .Sennelager .lippspringe • .Paderborn Lippstadt

surviving remnants of those Gruppen (rogether with JGs 2 and 26) that had been thrown into France three months earlier. They had now been ordered back to Germany, as the Jagdwaffe in the west was in irreversible decline. The units now fought alongside Gruppen that had been spared the carnage of Normandy, bur had

This map reveals how the range of the P-47 was progressively extended through the introduction of ever larger external fuel tanks. Yet even when fitted with two underwing 108 gal tanks, the P-47D still only possessed half the endurance of a similarly equipped P-510. Indeed, the latter could escort bombers to targets east of Vienna.

G E R MAN Y

BERLIN

.Bonn

.Brussels

BELGIUM

LONOON~~rn

.Ettlnghausen

•

.Nldda Merzhausen.

.Altenstadt Frankfurt Rhein.Maln. .Zellhausen

Bingen.

Bab':hausen.

•

Leipzig

~schaffenburg

•

.Darmstad~Gross.Osthel"l

Jagdgeschwader bases

Prague

Oarmstadt-Grieshelm. .Siblls

• JG2

~

•

• JG 3 .Mannheim

• JG4

These were the principal Jagdwaffe Sf lo9G/K bases

• JG 11 • JG 27 JG 53 • JG 77

Bodenplotte,launched at

dawn on January 1, 1945.

•

Munich

F RAN C E a

Huchenfeld

at the time of Operation

40

Vienna

Klrrlach

100 miles

1m,',

•

Ii ::::::::C~I I

'ett'

Malmshelm Nellingen Stuttgart-Echterdlngen

o

150km

41

P-4?D-16s of the Ninth Air

the west, dubbed the "Battle of the Bulge." The campaign was launched on December 16, 1944, and the ]agdwaffe took advantage of bad weather to offer close support to the

Force's 3?8th FS/362nd FG await their next mission at a newl~

ground troops. With the skies clearing, however, losses mounted as the counteroffensive was targeted by overwhelming Allied air power. In an effort to blunt the latter, the ]agdwaffe was ordered to conduct one massive attack against the forward tactical airfields in the Low Countries and France - many occupied by Ninth Air Force P-47 groups.

created airstrip in the

Normand~ shortl~

region of France

after D-Da~. The jerr~

cans in the foreground are being used to fill the refueling

Codenamed Operation Bodenplatte, 33 ]agdgruppen (19 of them equipped with Bf 109G/Ks) attacked bases soon after dawn on New Year's Day 1945. Close to 1,000 German fighters participated in the mission, which inflicted only minimal damage and cost the lives of 214 Luftwaffe pilots. Bodenplatte sounded the death knell for

bowser to the left of the photograph - a laborious, and potentiall~ dangerous, job. Once filled, the bowser would be towed out to the

nevertheless been fighting a war of attrition with Eighth Air Force "heavies," and their

German fighter operations in the west. With Soviet forces getting perilously close to Berlin, Hitler transferred much of what was left of his once-mighry ]agdwaffe eastward. The only Bf 109 Geschwader left in the west in the final weeks of the war in Europe was]G 53, which claimed its last

escorts. In ]uly alone, Defense of the Reich units claimed 329 aircraft destroyed for the loss of 341 of their own. But whereas the former constituted just a fraction of the USAAF's strength (and could be rapidly replaced), the latter represented the equivalent of almost the entire Homeland single-seater defense force.

P-47 victory on April 19, 1945. As previously mentioned, most of the P-47s encountered by Bf 109 pilots following Bodenplatte were flown by Ninth Air Force fighter-bomber groups supporting the advance of Allied forces on the ground. Controlled by IX and XIX Tactical Air

The return of the shattered remnants of the Normandy Gruppen brought no immediate relief to the embattled Defense of the Reich units either, for it would take several weeks before many of them could be deemed ready for frontline service again. Consequently, one final round of reinforcements was added to Homeland defense in

Commands, the 14 P-47-equipped groups that were in the vanguard of Ninth Air Force operations post-D-Day saw intensive action through to war's end. These units suffered heavily at the hands of German flak batteries, and they also endured occasional reversals when engaged by ]agdwaffe fighters. The latter, however, primarily

west through to

the late summer and early autumn of 1944. Elements of]Gs 4 and 77 were withdrawn from the southern and south-eastern perimeters of Hi tier's rapidly shrinking "Fortress Europe," and two "new" Bf 109G Gruppen in 1. and III.I]G 76 - ex-Zerstorer units I.IZG 76 and II.IZG 1, respectively - were converted to "Gustavs." The latter soon became IV/]G 300 and IV/]G 53.

focused their efforts against the strategic bombers of the Eighth Air Force, and in so doing they allowed the 56th FG (the sole P-47 outfit in the Eighth Air Force after November 1944) to continue to claim Bf 109 kills through to April 7, 1945. Although neither the P-47 or the Bf 109 were the best piston-engined fighters available to the USAAF or the Luftwaffe in the final months of the war in Europe, they

in late

These new units, and the increased production of aircraft that saw no fewer than 3,013 single-seat fighters delivered to the ]agdwaffe in September 1944 alone, did little to improve the situation, however, as the Luftwaffe no longer had the

still played an important part in aerial combat through to VE-Day.

Thunderbolts and its contents rapidl~

pumped into the

fighters' tanks. The majorit~ of the ground crewmen visible in this photograph are wearing their steel helmets, which indicates that the airfield was so close to the front line that the~ expected little warning should the Luftwaffe decide to mount a strafing attack on the strip.

Assigned to the last Sf 109 Geschwader to remain in the VE-Da~,

this

well-hidden Sf 109G·14 was one of a handful of fighters kept airworth~ b~ 12./JG 53 at Kirrlach. It was photographed Januar~

1945. This unit

claimed the final Thunderbolt kill to be credited to a Sf 109equipped Gruppe on April 19, 1945. Its opponents on this date were Ninth Air Force P-4?Ds.

infrastructure to support their effective employment, the fuel to power their aircraft or the trained pilots to fly them. Even the introduction of the Bf 109K-4 in October 1944 had virtually no impact on the aerial battles taking place over Germany, despite some 20 ]agdgruppen operating them alongside late-model "Gustavs" until war's end. Both 1. and II. ]agdkorps, which controlled fighter units in the west and in Defense of the Reich, contin~ed to take fhe fight to the Allies as best they could. And in.an effort to replicate the successes of Schweinfurt a year earlier, General der ]agdflieger Adolf Galland, who headed up the fighter arm, began hoarding fuel and aircraft for "the big blow" - the commitment of every available fighter in the west (some 2,000 aircraft in total) against USAAF "heavies" on a single day. He hoped to shoot down 400-500 bombers for the loss of 400 fighters and, possibly, 100-150 pilots. Galland thought that such a blow would force the USAAF to halt its bombing offensive. 42

However, Galland's carefully husbanded force, trained in high-altitude anti-bomber tactics, was ordered by Hitler instead to support the Wehrmacht's new land offensive in

43

'.

Born to P.olish p'arents in Oil

..· ..

...

.,

.

studying medicine at the University of Notre Dame wlien he decided to join the Army Reserve in July

.,

Enrolling in the USAAC, he graduated from flying training

.. .

at Maxwell Field, Alabama, on March 14,

15th P.ursuit Group"s 45th P.ursuit

Squadron at Wheeler Field, Hawaii, Gabreski witnessed .. ••

THE COMBATANTS

....

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• ..

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combat flying f'-40s in defense of the Hawaiian islands, he volunteered to be sent to the UK to gain combat

.. .

eXp'erience with a f'olish squadron - he was a fluent

....

...

After sp'ending two months in the ETO ferrying USAAF. aircraft to various bases in the' UK; a chance meeting witli

..

P.olish'SRitfire p-ilots in London's Embassy Club saw

. .

..

Gabreski temp'orarily assigned to No,

..

..

..

missions in Sp'itfire IXCs in January-February 1943, With combat exp.erience under his belt, Gabreski was

AMERICAN PILOT TRAINING

44

While the future cream of the Jagdwaffe's fightet force was receiving a blooding in the skies over Spain in the late 1930s, across the Atlantic in the USA, the USAAC had finally recognized that it would face monumental problems in developing a tremendously expanded air arm should the war that now seemed inevitable in Europe escalate into a worldwide conflict. In early 1939, USAAC chief of staff Gen "Hap" Arnold realized that US military forces had to plan for the possibility of involvement in the European war. He and other senior officers in the USAAC duly devised a scheme that would facilitate the training of 1,200 pilots by the end of 1939, increasing to 7,000 in 1940 and 30,000 in 1941. The USAAC could not accomplish this task alone, however, so Arnold's scheme called for the establishment of civilian-operated training schools. The latter would be responsible for the primary training phase of flight instruction, with civilian schools providing all services and facilities, bar the aircraft, but with USAAC control of the methods aFld manner of the instruction. In the spring of 19~9, eight successful civilian pilot training school owner-operators agreed to become contractors to the USAAC to provide primary pilot training for 12,000 pilots per month. The program that Arnold recommended was to take up to 36 weeks to complete, with 12 weeks each for primary, basic and advanced pilot training (ultimately, these training sessions would be conducted in ten-week periods to save time). By July 1939, nine civilian schools were giving primary phase flying training to USAAC Aviation Cadets. Within 12 months nine more schools were in operation, and by the end of 1940, Arnold's ambitious expansion program would be training more

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too low in his Thunderbolt ana strUCK tlie grouna witli its

his final tally of aerial

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than 30,000 pilots a year. One such school was Darr Aero Tech, located some four miles southwest ofAlbany, New York, which by September 14, 1940 had its first class of 50 cadets conducting training flights with its 15 USAAC-supplied Stearmans. By early 1942, the bulk of the US training program was being carried out by the Technical Training Command and Flying Training Command (renamed USAAF Training Command in 1943). By 1944, the standard USAAC program for the

The standard primary school flight training was divided into four phases. The first was the pre-solo phase, which saw students taught the general operation of a light aircraft, proficiency in landing techniques and recovery from stalls and spins. The second phase covered a pre-solo work review and development of precision control by

expected to fly solo after just six hours of tuition. Potential pilots who reached the Primary stage arrived via Classification and PreFlight Training.

flying patterns such as elementary figure 8s, lazy 8s, pylon 8s and chandelles. In the third phase, students developed a high proficiency in landing approaches and landing. Finally, the fourth phase focused exclusively on aerobatics.

Training and at the College Training Detachment. By 1942 the USAAF had four Classification and Pre-Flight Centers in Nashville (Tennessee), Maxwell Field (Alabama), San Antonio (Texas) and Santa Ana (California). Classification consisted of general education tests, 50 questions per test,

FG P-47Cs was photographed while on a training sortie over Suffolk on March 10, 1943. The lead aircraft, later named

Doc (eight other Thunderbolts in the unit were also given the names of characters in Oisne~'s

Snow White) was

flown b~ Capt Oon Renwick. P-47C 41-5257 was assigned to 2Lt Joe Powers, who subsequentl~

used it to claim

two of his 10.5 Bf 109 kills. The third aircraft in the formation is 41-5251, which was one of the first two Thunderbolts received 55th FG in the UK on

b~

the

Januar~

24, 1943 Bringing up the rear is 41-5325, flown

b~

future

ace 2Lt Robert Johnson. He would claim the first of his nine Bf 109s destro~ed in this

46

machine on August 19, 1943.

An average of 600 potential pilots attended each Primary training school, students spending 94 hours on academic work in ground school, 54 hours on military training and 60 hours in 125-225hp PT-13/17 or PT-2l!22 open-cockpit biplanes or PT-19/23/26 low-wing monoplanes.

minimum number of flying hours required to produce a qualified pilot was 65 hours in Primary training, 70 in Basic training and 75 in Advanced training. Primary training consisted of 225 hours of ground school instruction and 65 hours of flight training to produce cadets that could fly single-engined, elementary aircraft. Most recruits had never even driven a car before, let alone flown an aircraft, but they were

College Training Detachments were established by the USAAF in early 1943, and everyone entering the Aviation Cadet Program from then until war's end was assigned to one of these detachments for a period of between one and five months, depending on the scores the recruits achieved on a battery of tests administered at both Basic

This flight of 51st FS/55th

48 hours on codes, 24 hours on physics, 20 hours on mathematics and 18 hours on maps and charts. All who were successful moved on to the next stage of flight training. Potential pilots were now given the chance to learn to fly.

multiple-choice, physiomotor tests (to measure coordination) and a 64-point physical examination. Those who did not "wash out" awaited cadet classification for pilot pre-flight training. The latter normally lasted seven to ten weeks, during which time cadets attended academic classes, marched in formation, took part in PT and drill, pistol shooting and aquatic training, where they learned ditching procedures. Cadet pilots studied armaments and gunnery, with 30 hours spent on sea and air recognition,

During this training, at least half of the flights were made with an instructor and the remainder would see the pilot flying solo. Each cadet had to mal<e at least 175 landings. Those who soloed went on to basic flying training school, where they undertook a ten-week course. Here, a further 70 hours was flown in a 450hp BT-13/15 basic trainer (later replaced by the AT-6, because the BT was considered to be too easy to fly), 94 hours spent in ground school and 47 hours conducting military training. In ground school, five major topics were covered; aircraft and equipment (understanding the aircraft and how everything worked, including engines and mechanical theory); navigation (preparation for cross-country flights); aircraft recognition (both "friendly" and hostile); principles of flight; and, finally, radio codes and radio communication for pilots. A link trainer was also available for use by rated pilots, and this introduced cadets to the art of instrument flying. By the end of basic school, trainees would have learned to fly an aircraft competently. Further training taught them to pilot a warplane the USAAF way. Before the end of basic training, trainees were classified - on the basis of choice and instructors' reports - for single-engine training (fighter pilots) or twin-engine training (bomber, transport or twin-engined fighter pilots). There were two final stages in the training phase prior to a pilot reaching the front line - advanced flying training and transition flying training. Advanced flying training was a ten-week course (singleengine and twin engine), involving 70 hours flying, 60 hours ground school and 19 hours military training. Single-engine trainees flew 600hp AT-6s during this period, and also used the aircraft to undertake a course in fixed gunnery. At the end of advanced training, the graduate was awarded the silver pilot's wings of the USAAF and given the rank of flight officer, or commissioned as a second lieutenant. Transition flying training followed, pilots learning to fly the type of aircraft they would take into combat. Fighter pilots received a five-week transition course, with single-engine pilots flying ten hours in aircraft like the P-39, P-40, P-47 or P-51. Gunnery was part of fighter transition training. For early Thunderbolt pilot Robert Johnson, he did not get to fly his future frontline mount until he joined the 56th FG in late July 1942. His new unit had been

47

Vultee BT·13 Valiants await their students on the f1ightline at Tuskegee Army Air Field in 1942. Nicknamed the

:.

"Vibrator," the first BT·13s

..

entered service with the

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time the last Valiant left the production line in 1944,

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USMC in late 1939. By the

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built, making it America's

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most produced basic trainer of World War II.

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In every respect the Thunderbolt was an airplane that lived up to her name. After the

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Be-l and AT-6 trainers I had flown at Kelly Field, the Thunderbolt was a giant. I had been accustomed to 600hp - beneath the P-47B's massive cowling was 2,OOOhp. She was big, and on the ground she wasn't very pretry. But every inch of her structure was

II

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.. : chosen to be the first in the USAAF to receive the P-47, and he vividly recalled his inirial encounter with the big fighter:

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11,000+ BT·13s had been

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P.romoted to Staffelka itan

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power, a rugged and sturdy machine with all the mass of a tank.

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they were welded into fighting teams. Between December 1942 and August 1945, 35,000 day-fighter crews were trained. All fighter units were supplied by the operational training unit program. Simultaneously, a replacement unit training program (90-day course) within the four domestic air forces provided replacements for overseas aircrew who had been lost in combat or rotated home for reassignment. Six months were initially required after the formation of a cadre to complete the organization and training of a new group. By 1943, preparations to move an air unit overseas had been cut to just over four months. It normally took almost 120 days and 17 separate actions by HQ officers to move the unit to its porr of embarkation.

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At the conclusion of transition training, pilots reporred to unit training groups, where

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GERMAN PILOT. TRAINING

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In Germany, pilot recruitment and training was strongly influenced by Prussian military tradition. Prewar, and up to the end of 1940, all future officers and NCOs alike could expect to undertake six months of basic infantry training at a Ffieger-

48

Ersatzabteilung. Following the completion of this induction period, all recruits were reviewed for possible advancement as possible pilots. Likely candidates were sent to a FLug-Anwiirterkompanie (aircrew candidate company) for evaluation in a series of tests in basic aviation theory.

,

.

Prior to converting onto the

The next level of training, known as the B I-Schien, saw pilots progress onto high-

II, the Luftwaffe's training and recruiting staff rationalized and compressed the initial

performance single- and twin-engined machines typically fitted with a retractable

stages of aircrew selection to enable trainees to embark upon the most appropriate

undercarriage - if destined to fly fighters, older types of combat aircraft such as early

training regime more expeditiously. The Flieger-Ersatzabteilung was now replaced by

Bf 109s would be flown for the first time. Students would then undertake training

a series of Flieger-Ausbildungsregiments, where recruits would receive basic military

aimed at acquiring the final B2-Schien, having accumulated 100 to 150 hours of flight

training and preliminary aviation instruction. Potential pilots were then sent to

time over the previous 14 to 17 months - this figure had been cut to just 40 hours

undergo the standard selection process within a Flug-Anwarterkompanie, where the

accrued in a matter of weeks by war's end.

rest of their basic training, conducted over a period of three to four months, was

In late 1940, the Flugzeugfi.ihrerschule AlB was streamlined to take into account

completed alongside the aircrew evaluation tests. Upon assignment to a Flug-Anwarterkompanie, the FlugzeugfUhrer-Anwarter (pilor

wartime demand for pilots. A far greater emphasis would now be placed on practical

candidate) would receive instruction in basic flight theory and rudimentary

training being amalgamated into the remaining grades.

flying skills from the outset, with the A2 license being dropped and that phase of the

aeronautics in aircraft such as the Bi.i 131, AJ· 66C, He 72 Kadet, Go 145 and Fw 44

The A-license generally took three months to complete, with the B phase seeing

Stieglitz biplane trainers. Assessed for advancement throughout this phase, those

pilots flying more advanced types. An elementary Kl Kunstflug (stunt-flying)

Arado Ar 96. This particular

candidates displaying the tequired aptitude were sent to FlugzeugfLihrerschule AlB

aerobatics course was also included in the latter phase to provide all pilots with a

machine is an Ar 96B of the

as soon as a space became available - typically two months after arriving at the Flug-

good understanding of rudimentary evasive maneuvers (barrel rolls, loops and

Day Fighting School at

Anwarterkompanie. Here, flight training proper would be undertaken. At such schools, students underwent four principal levels of instruction, each

formation splits). This phase also allowed instructors to identifY any potential fighter

requiring qualification for its own license, before advancing to the next stage. These

fellow students.

the Bf 109, tyro day fighter pilots under training flew the

Ingolstadt, and it was photographed in 1942. With more than 11,500 examples

pilots among their students, who thereafter received more flying time than their

built between 1939 and 1945,

licenses, earned over a period of six to nine months, gave the schools their name. The

Upon completion of the B2 phase, the cadet would finally be granted his

the Ar 96 was the Luftwaffe's

Al-Schien introduced students to basic practical flying in dual-controlled training

standard advanced training

aircraft, instructors teaching recruits how to take-off and land, recover from stalls and

LuftwaffeflugzeugfUhrerschein (air force pilots' license), accompanied by the highly prized FlugzeugfUhrerabzeichen (pilot's badge) - his "wings." After an average of ten to 13 months at FlugzeugfLihrerschule AlB, he was now a fully qualified pilot.

aircraft throughout the war. Indeed, it was used for advanced, night and instrument flying training duties with pilot training schools, fighter training wings, fighter training and replacement units and officer cadet schools.

50

With the growing demand for pilots following the commencement of World War

attain their solo flight rating. In the early stages of the war, instructors would have been assigned four trainees each, but by 1942 this number had risen to six. At the A2-Schien, cadets were required to learn the theory of flight, including

It was at this point that new pilots were categorized for service on single- or multi-

Student pilots from fighter training Geschwader JG 102 await the signal from their

engined aircraft, with each being assigned to a specialist flying school. At the latter,

instructor that will give them

aerodynamics, meteorology, flying procedures and aviation law, as well as the

he would undergo intensive training for his allotted aircraft type, with potential fighter

clearance to take-off from

practical application of aeronautical engineering, elementary navigation, wireless

pilots being sent directly to Jagdfliegervorschulen or Waffenschule for three to four

procedure and Morse code. In the air, they gained more flying experience on larger

months, where they carried out 50 hours of flying on semi-obsolescent types. For

sortie. This photograph was

single-engine aircraft.

Bf 109 pilots in 1943-44, this usually meant Ar 68 and He 51 biplanes (becoming

taken in the autumn of 1943.

Wiesbaden-Erbenheim in their Bf 109G-2s and fly a training

51

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progressively rare by rhen), Bf 109D/Es, captured French Dewoitine D.520s and

Between January and April 1944, the Luftwaffe's day-fighter arm lost more than a

Ax 96s. By the time he was eventually posted to a frontline unit, a pilot could expect

thousand pilots in action, which included the core of its experienced fighter leader

to have 200 hours of flying time under his belt.

cadre. The training organization was hard-pressed to make good losses of this

The realities of war led the Luftwaffe to modify the final stages of its training

magnitude, and in a desperate attempt to shore up flagging Homeland defense units,

syllabus in 1940 through the creation of ErganzungsGruppen (Operational Training

hours were cut and courses curtailed in order to get new students expeditiously into

Schools) for the teaching of tactics and further familiarization with frontline types. In

frontline Gruppen. As many as 30 trainees (the equivalent of an entire Gruppen) per

the Jagdwaffe, these units were directly linked to, and controlled by, operational

conversion course were now being lost in fatal crashes due to inexperience and a lack

geschwader. Designated IV Gruppe, the intention of these units was to allow new

of flying hours in tricky types such as the Bf 109G. And those that completed their

pilots to gain precious operational experience before being hurled into combat.

schooling were of little immediate use, other than to make up numbers.

By the summer of 1942, the loss of so many experienced pilots meant that there

Leutnant Heinz Knoke of 5.1JG 11 recalled in his book J Flew fOr the Fiihrer how

was insufficient manpower available to carry out the training function in operational

his unit dealt with fresh-faced aviators that seemed to be arriving on a near-daily basis:

squadrons, so the importance of the ErganzungsGruppen was steadily reduced. Those attached to frontline fighter units were eventually disbanded in mid 1942 and replaced

April 28, 1944. A steady stream of new pilots arrived on posting to us during recent

by three Fighter Pools located in the three main operational areas for the Luftwaffe-

weeks. With the exception of a Aight sergeant who came from the Eastern Front, they

in the South at Cazeaux, in France (ErganzungsJagdgruppe Slid), in the West at

are all young NCOs without experience, posted to us directly upon complerion of courses

Mannheim, in Germany (ErganzungsJagdgruppe West), and in the East at Krakow,

at training schools which are altogether inadequate for operational requirements. I myself

in Poland (ErganzungsJagdgruppe Ost). All operational units would draw replacement crews from these pools until war's end. Although the creation of these pools reduced the number of instructors required,

take them up for about 120 training Aights. Two veteran combat pilots in the unit also give them instruction in blind Aying. In addition, they receive advanced instruction in bombing and gunnery.

thus freeing up more experienced pilots for frontline service, it also effectively

In an effort to reduce the

curtailed the operational training of new pilots in the frontline at a time when such

One of the replacements sent to a Defense of the Reich unit at this time was

experience was critically needed for newcomers receiving their first exposure to

22-year-old Ernst Schroder, who recounted his impression of the Sf 109G in Marco

combat. Just as serious was the elimination of a fully crewed, but only partially

Fernandez-Sommerau's Messerschmitt Bf109 Recognition Manual:

trained, reserve that the ErganzungsGruppen offered to frontline units.

number of accidents befalling

For those pilots destined to fly the Bf 109 in 1943-45, the trio of Erganzungs-

Although the Bf 109 could Ay at higher altitudes than its great rival, the Fw 190, it was

student pilots converting onto

Jagdgruppen were equipped with a varied fleet of fighters covering all major

a crime to have allowed its development to last so long. To train a pilot on this aircraft

the Bf 109G, the RLM

variants. There were also a handful of two-seat Bf 109G-12s on strength with these

took longer than in the Fw 190, and time is what we did not have in 1944. The Bf J 09

contracted Blohm & Voss to hastily produce a two·seat version of the "Gustav." The

units from late 1943, although they were vastly outnumbered by conventional

had a large blind spot to the rear, but in combat a flghter pilot has to observe the rear

single-seaters.

quarter flve times more than the front. In the Fw 190, I could easily see my rudder, and

first examples began reaching the Luftwaffe in late 1943, and some 494 Bf l09G-12s were eventually built. Existing Bf 109G-2/4/6 airframes

54

The Bf l09G·12 was another

formed the basis for the

instance of "too little, too late"

modification, which saw

when the Luftwaffe tried to

an additional seat and extra

halt the decline in training

glazing added behind the

standards in late 1943. After

cockpit. With internal fuel

increasingly perfunctory

almost halved in order to

basic training, the great

make room for the second

majority of fighter pilots at

seat, the G·12 had an

this time transitioned straight

endurance of just 3S minutes.

to frontline single·seaters

This meant that the aircraft

such as this "Gustav," its

was rarely seen without a

school role indicated only by

300-liter drop tank affixed

the three-digit fuselage

to its belly shackles.

numeral.

55

therefore spot the danger coming from the rear. I couldn't see my rudder in the Bf 109, and the all-round visibility was equally as poor due the heavy framework that dominated the fighter's canopy. The rear-view mirror fitted to the Bf 109 was also near useless due to excessive vibration in flight. The Messerschmitt's handling was also outmoded by 1944, and it lacked electrical equipment to activate the flaps and to effect trim adjustments - this was all done with electrics in the Fw 190. The position of the parachute beneath the pilot also caused A graphic example of what

problems, and the cockpit canopy was difficult to jettison. The pilot had to pull a lever

could happen to the unwary

and then lift the 50kg canopy by hand to eject it.

when taking off or landing in the Sf 109G. Oberfeldwebel

The best modification that could have been made to the Bf 109G from a juniot pilot's

Alfred MOiler of 4.1JG 27 poses

perspective would have been to have moved the undercarriage outward, and to sttengthen

somewhat sheepishly beside

it overall. This would have cured all the problems associated with the fighter during take-

the spectacular remains of

offs and landings. The Bf 109 tended to swing on take-off Ot landing along the

his "Gustav" following a training accident at Fels am

movement of the wing's axis. Although experienced pilots soon grew accustomed to this,

Wagram in June 1944. And

and could use the propeller torque to their advantage, novices often found themselves

MOiler was no novice, having

being brutally pulled to rhe lefr, which caused countless accidents - particularly in the

claimed eight victories over

fi na! 18 monrhs of rhe war.

Allied aircraft prior to the

COMBAT

Although 1 never personally damaged any Messerschmitts while learning to become

crash. He would double his tally (which included five

a fighter pilot with 3./]G 101 ar Pau, in France, in early 1944, I still thought that the

"heavies"] prior to being killed

Bf 109G was a "Scheissbock" (shitbucker), and it was a crime that it was manufactured

in action on August 16, 1944.

until 1945.

P-47 THUNDERBOLT TACTICS There was no official edicr on how formarions should be flown when the Eighrh Air Force commenced fighrer operarions in the ETO, so P-47 groups experimented ro find the mosr desirable for control and deployment againsr an increasingly elusive enemy. On April 17, 1943, 56rh FG CO Col "Hub" Zemke rried our a new formarion, sraggering rhe squadrons and flighrs so rhar rhe group was like a giant V when viewed in plan. Twelve days larer, 112 P-47s of rhe 4rh, 56rh and 78rh FGs flew a high alrirude Rodeo over rhe enemy coasrline, sweeping overland from Osrend ro Woensdrechr. The 56rh FG, led by Maj Dave Schilling, losr two Thunderbolrs ro enemy Fw 190s flying in pairs and firing shorr, well-aimed bursrs, before diving away. A change in US racrics followed. Hirllerro, individual flighrs had gone our in close finger-fours, each shifring into srring rrail behind irs leader ar rhe enemy coast. This flighr barcle formarion, advised by the RAF in Srareside training days, placed rhe rearmosr pilor in a very vulnerable posirion. Squadronmates were usually unable ro warn him of a surprise arrack from the rear, and in such an event the enemy was ideally placed ro pick off the remaining aeroplanes allead in rhe line. To improve marrers, Zemke sraggered rhe two-aeroplane elements in a flighr, and spread flighrs our in very loose formarion to give berrer posirioning for spotring arrackers coming in from rhe rear. Pilors now had more flexibility for evasion roo. On May 18, when rhe rhree P-47 groups sorried along rhe Durch coasr once again, a dozen Bf 109Gs approached rhe 4rh FG ar 30,000fr after rhe Thunderbolrs had 56

rurned for England. The German fighrers came in asrern and rhe P-47s broke around

57

Ex-301st F5/332nd FG P-4701642-75971 is seen

attacks and when flying with maximum boost.

abandoned at Gbttingen

wonder then rhat the P-47s were always the decisive

airfield shortly after VE-Oay.

factor as escort fighters for bomber attacks conducted at

Having been landed in error

higher altitudes_"

by its pilot at Axis-controlled

0

Although acknowledging Its limitations, "Hub"

Rome-Littorio airport on May

Zemke was also fulsome in his praise of the P-47:

29, 1944 during a routine ferry flight between the Allied airfields at Foggia

A rugged beast wirh a sound radial engine to pull you

Main and Ramitelli, the

along, it was heavy in firepower - enough to chew up an

captured Thunderbolt was subsequently flown to

opponenr ar close range. Ir accelerared poorly and climbed

Germany by Luftwaffe Flight

nor much berrer. Bur once high cruising speed was arrained,

Test Center pilot Hans-Werner Lerche.

rhe P-47 could srand up to rhe opposirion. Strangely, rhe and dived on them. The Bf 109Gs dived away in accordance with Jagdwaffe standard

rare of roll and maneuverabiliry were good ar high speeds.

procedure, but this was a suicidal move. The Thunderbolts turned into them with a

Ar alrirude, above 20,000fr, rhe P-47 was superior co rhe

vengeance, 1Lt Duane W. Beeson (the top ace in the 4th FG during the P-47 era)

German fighrers. In my book, you use your aircrafr as

chasing Oberfeldwebel Heinz Wefes of 4./JG 54 until he baled out at 100ft for the

advanrageously as you can. In rhe dive, my God, rhe P-47

first of his 17 victories. This was also the first Bf 109 to fall to a P-47.

could overrake anyrhing. Therefore, I made ir policy in

The engagement on May 18 revealed the strong points of the Thunderbolt, which

my group rhar we used rhe racric of "dive and zoom." We

were exploited over and over again by USAAF pilots through to VE-Day. It had qUIckly

srayed ar high alritude, dived on rhe enemy, rhen zoomed

become obvious to VIII Fighter Command that the P-47 was inferior to the Bf 109G and

back to high alritude before rhe nexr arrack. To rry to

Fw 190A at altitudes up to 15,000ft, and that the German aircraft had norably betrer rates

engage Bf 109s and Fw 190s in dogfighrs below 15,000fr

of climb. Indeed, according to Luftwaffe Flight Test Center pilot Hans-Werner Lerche,

could be suicidal- rhar was nor playing rhe game our way.

who extensively flew a captured P-47D-2 in late 1943, "the Thunderbolt was rather lan1e and sluggish near ground level, with a maximum speed of barely 310mph."

Two of the 4th FG's leading aces pose for an official

introduction of paddle-blade propellers and water injection, but until these

where, between 25,000ft and 30,000ft, it surpassed the Bf 109G and Fw 190A in all

improvements arrived in early 1944, Thunderbolt pilots were advised to avoid

areas bar rate of climb and acceleration - the heavy P-47 was, after all, double the

combats at low altitudes and slow speeds - the P-47 could turn with its more nimble

[left) was credited with

weight of either German fighter. Lerche concurred, stating "I was astonished to note

German opponents provided its pilot kept his speed above 200mph. They were also

destroying the very first

how lively rhe Thunderbolt became at higher altitudes. Thanks to its excellent exhaust-

told never to try to climb away from an enemy fighter unless having gained good

U5AAF photograph at Oebden in early 1944. Ouane Beeson

Bf 109 to fall to a P-47 on May 18, 1943, and he would

driven turbosupercharger, this American fighter climbed to 36,000ft with ease." Under

speed in a dive. Just how poor the early P-47s were at climbing is illustrated by the

full power, the P-47 was faster than both enemy types above 15,000ft, and as much

fact that a Bf 109G averaged 11 minutes to climb from near ground level to 30,000ft,

six "Gustavs" destroyed while

as 30mph quicker at 30,000ft. The Thunderbolt's performance at altitude, and ability

an Fw 190A took 14 minutes and the Thunderbolt required a full 20 minutes!

flying the Thunderbolt. His

to build up tremendous speeds when diving, ultimately proved to be its biggest assets

;8

The P-47's problems at lower altitudes were subsequently cured with the

Above 15,000ft, the Thunderbolt's performance steadily improved to the point

subsequently claim a further

With P-47 pilots still finding their feet in combat in 1943, and hamstrung by

final tally was 17.333

in combat. USAAF bombers usually operated at heights in excess of24,000ft, which

flying less capable versions of the Thunderbolt, they found their opponents more than

victories. Oon Gentile

was in the P-47's optimum performance zone.

ready to exploit their numerous weaknesses in these early clashes over occupied

destroyed 7.S Bf 109s, but these all fell to him after he

Enemy fighters would attempt-to get above the "heavies" and dive through the'r

Europe. lLt Robert S. Johnson recalled "There was no questioning the battle

had swapped his P-470 for a

ranks in slashing attacks, and this suited the P-47 pilots, who would in turn try and

experience or the skill of the German pilots, nor could we find solace in the

P-S1B. Gentile survived the

get above the Fw 190s and Bf 109s and hunt them down as they dived on their targets.

outstanding performance of the Fw 190 or Bf 109 fighters." After one of the first

war with a score of 21.833

Thanks to irs weight advantage, the P-47 could soon close on a diving German

clashes between the 56th FG and the ]agdwaffe, Johnson noted "The Germans hit the

fighter, even if the latter initially accelerated away from the pursuing American

lower squadrons hard, Me 109s and Fw 190s attacking in pairs. The Luftwaffe boys

interceptor. Hans-Werner Lerche found that the performance of the Republic fighter

were hot. They screamed in from dead ahead, working perfectly as teams, throwing

when heading earthward was a revelation. "The strength of the Thunderbolt in a

their bullets and cannon shells expertly into the evading Thunderbolts."

dive was particularly impressive. This was just as well, as it was no great dogfighter,

As losses mounted due to Jagdwaffe units seemingly always entering the battle with

particularly at heights below 15,000ft. It was excellent at higher altitudes, in diving

a height advantage, USAAF P-47 units began flying at ever-increasing altitudes.

kills, 4.333 of which came at the controls of a Thunderbolt.

59

Fighter groups would approach the enemy coastline at 30,000ft, which was well above the optimum altitude of the Fw 190A and Bf 109G. And although their presence was noted by the Gruppen scrambled to engage USAAF bombers at 20,000-25,000ft, they could often be ignored by the German pilots as they were rarely released to dive on them by over-cautious commanders. Numerous seasoned Luftwaffe aces

VIII Fighter Command was to be used to combat the Jagdwaffe significantly changed.

developed an open contempt for the P-47s during this period, dubbing them the "non-intervenors." Such an attitude would come back to haunt the Jagdflieger as the year progressed and VIII Fighter Command grew more confident in its use of the Thunderbolt.

aircrafr. Now Lc Gen James Doolittle (who took over conrrol of the Eighth from Eaker

As the P-47 units accrued more experience during the bomber escort missions that they were flying over France and the Low Countries, so their toll of enemy aircraft destroyed began to steadily grow. The 56th FG's lLt Robert S. Johnson was among a growing band of pilots proving that the P-47 was indeed a fighter to be reckoned with when flown to its strengths. He proved tl1is when he claimed his first Bf 109 kill (almost

generals believed that there were now sufficient P-47s to warrant the risk of it keeping

certainly Leurnant Werner Grupe of 12./JG 26, who was flying a Bf 109G-4) on

This change in tactics built on the successful foundations laid by the P-47 groups

August 19,1943. Johnson was wingman for Capt Jerry Johnson, who had claimed two Bf 109s destroyed 48 hours earlier, and who would ultimately down eight "Gustavs" (he was also the 56th FG's first ace):

since the spring of 1943. The 56th FG led the way, claiming its 200th kill on January 30, and boasting 12 aces. But as the scoreboard grew, so the Jagdwaffe became more reluctant to avoid combat and unnecessary attrition at the hands of VIII Fighter Command. "As we sharpened our own ability to slash and to fight, the German

I hit the throttle, giving the P-47 her head. The momenr the second Me 109 spotted me coming in, he snapped over in a sharp turn and fled to the north. Jerry was only 90 degrees to him as I swung onro his tail. I closed in rapidly to 150 yards and prepared to

"Hub" Zemke recalled: Gen Ira Eaker (commander of rhe Eighth Air Force) had always told us that our first objective was to bring back the bombers and our second was to shoot down enemy in January 1944) told us to pursue the enemy when and wherever we could - we were now permitted to follow him down, and no longer had to break off attacks. At lower altitudes the P-47 would have to be wary of getting into dogfighrs, but apparently our the pressure on the now hard-pressed Lufrwaffe fighter arm. It also meanr official recognition of what I had long advocated - getting way out ahead to bounce the enemy fighters before they had a chance to make their attacks on the bombers. Natural metal finish and olive

aggressiveness so predominant in the early days of battle began noticeably to wane" recalled 1Lt Robert S. Johnson. "By no means do I imply that the German pilot was less dangerous an opponent - once battle was committed, however, the enemy fliers

drab P-47Ds and P·38s crowd the disperal at 8ase Air Depot 1 [better known as RAF Burtonwood] in April 1944. Behind P-47D-22 42·25862 in the foreground is P-47D-6 42-74647 LM-V of the 71st F5/ 56th FG. Note the various bombers parked off in the distance.

fire. Suddenly Jerry kicked rudder and sent a burst into the Me 109. A good boy in that Messerschmitt - he pulled inro a terrific turn and kicked his plane inro a spin. I rolled and dove, waiting for the Me 109 to make his first full turn. I knew just where he'd be for his second turn, and I opened fire at this spor. Sure enough! The Messerschmitt spun right inro my stteam of bullets. Immediarely he kicked out of the spin and dove vertically. Oh no you don't! I rolled the Jug, and from 27,000ft raced after the fleeing Me 109. The Messerschmitt seemed to crawl as the Thunderbolt fell

Ollt

of the sky. I lined up directly behind the sleek fighter and

squeezed the trigger. Eight heavy guns converged their fire. My second kill vanished in a blinding explosion that tore the fighter inro shreds.

As the summer turned to autumn, VIII Fighter Command began to prevail in the war torn skies over Europe, although the restricted range of the P-47 still meant that heavy bombers were suffering terrible losses as me hands of the Jagdwaffe. Thunderbplt losses, however, had been drastically reduced, and the tally of German fighters being shot down was steadily growing. Eventually, the fitting of bomb shackles to the fuselage centerline and under the wings of the P-47D allowed 75 gal and 108 gal tanks to be carried, thus boosting the

60

fighter's endurance beyond three hours. In early 1944, with the Eighth Air Force still very much up against it in respect to the losses its bombers were incurring at the hands of a stubborn enemy as the "heavies" broadened their campaign against targets across Germany, the way in which

61

no longer were so eager to slug it out with us in a free-for-all. Steadily, we shot down and killed many of their experienced men. At the same time, we gained constantly in experience, and in our ability to master battle situations as they erupted." Echoing these sentiments was Maj Gen Bill Kepner, commander of VIII Fighter Command, who wrote in May 1944, "If it can be said that the P-38s struck the Luftwaffe in its vitals and the P-51s are giving it the coup de grace, it was the Thunderbolt that broke its back." Some of the heaviest blows to the Jagdwaffe were struck by the P-47, with a number ofhigh-

Capt Robert S. Johnson of the 51st FS/55th FG gives the camera a wave from the cockpit of his P·470 shortly after he had claimed his 24th and 25th kills (Fw 190s) on April 13, 1944. Johnson scored two more victories flying this aircraft on May 8 to take his final tally to 27 (including nine 8f 109s) one more than ranking US World War I ace Eddie Rickenbacker.

scoring Experten falling to the guns of the Republic fighter. One such pilot who was lucky to escape with his life after an encounter with Thunderbolts from the 56th FG on May 12, 1944 was Maj Giinther Rail. Hospitalized for many months with wounds suffered in this clash, he would subsequently fail to add any more victories to his 275-kill tally. Rall's Messerschmitt was one of 18 aircraft credited to the group as destroyed on this date (including five Bf 109Gs to 1Lt Bob Rankin, making him the first ETO P-47 "ace in a day"), the haul validating the introduction of the "Zemke Fan." This tactic had been devised by the CO of the 56th in response to the enemy's increasing reluctance to engage US fighters. His plan called for a P-47 formation to fly to a good visual reference point in enemy territory such as a lake, and then the four-aeroplane flights that made up the formation would fan our in different directions, with a close concentration in the center to be called in should contact be made with enemy fighters.

both German fighters at lower speeds too, as well as effectively "turn around its tail" while

NEXT PAGE:

in a vertical climb without stalling out. It was the 353rd FG's turn to suffer at the hands of a Bf 109G Gruppe on June 12, the group losing eight P-47s while making ground attacks near Dreux. Col Glenn E. Duncan's formation of 48 P-47s were bounced by "Gustavs" who attacked from out of the clouds. Targeting the rear of the Thunderbolt formation, the German pilots

On March 8, 1944, 523

forced their opponems to drop their bombs and belly tanks and immediately split up into flights and elements. Those that climbed through the clouds found a high cover of Bf 109s waiting to pounce on them. The Thunderbolt pilots stayed in the area, dodging in and our of the clouds, until low fuel forced them to break for base. The

bombers from ten combat wings were sent to att ck 8erlin for the third tIme in a week. The 352nd FG was one of the fighter groups th t provided withdrawal support that afternoon for the "heavies" returning from "Big B." Ten minutes after meeting the bombers, the group's

353rd FG in turn claimed six Bf 109s destroyed, with ranking ace Col Duncan being credited with three of them - at one point in this ferocious clash he called for help over the radio, stating that he had six Bf 109s "surrounded"! Large scale encoumers between Bf 109 Gruppen and both Eighth and Ninth Air

487th FS spotted three

Force P-47 units at medium to low altitudes would continue well into the early autumn, although as the Allies rolled back the German forces on the ground, so Jagdwaffe losses continued to mount in the air. By mid-September most fighter units had suffered such severe losses that they were ordered to return to Germany to

the rear combat wing.

re-equip and then commence Homeland defense missions. The "Battle of the Bulge" in the Ardennes in December 1944 briefly saw German fighters, including numerous Bf 109G/Ks, back in the skies over Allied frontlines in larger numbers. However, their effect on the war in the west was negligible, and Thunderbolt pilots again enjoyed a brief spike in the number of victories achieved. By then the 56th FG was the only P-47 unit in the Eighth Air Force, and the group cominued to escort heavy bombers as they ranged at will all over Germany. Aerial targets became harder and harder to find following the all-out effort of Bodenplatteon January 1, 1945, and the 56th FG claimed just 23 Bf 109s destroyed in the last four months of the war.

Bf 109G-5s, led by Major Klaus Mietusch of III.1JG 25, performing a beam attack out of the sun on the bombers in Mietusch claimed a B-1? shot out of formation south of Zwolle· Braunschweig at 1325hrs, but he was in turn engaged by Capt Virgil K. Meroney in P·470·5 42·8473 Sweet Louise and eventually

shot down, giving the American his eighth victory.

P·470·21 43·25572 Smoocher of the 351st FS/353rd FG is about to be towed away after crash·landing at Raydon on August 13, 1944.

Eighth and Ninth Air Force P-47 groups turned their attention to supporting the D-Day landings following the Normandy invasion on June 6, 1944. Initially, however, there was little sign of Luftwaffe activity in the face of such overwhelming Allied air power, although enemy aircraft did start to appear in larger numbers in the aftermath of the invasion. On June 10, for example, the 78th FG had no fewer than ten P-47s shot down (five falling to Bf 109Gs), 5ut the American pilots in turn claimed seven and four damaged in a 30-minute dogfight that ended north of Argentan. Other Thunderbolt groups enjoyed mixed fortunes on this date too, as pilots were forced to dogfight with German aircraft at less than favorable altitudes close to the ground. During this period, P-47 pilots formed the opinion that Jagdwaffe units flying Bf 109Gs had better aircraft and better aviators. However, thanks to its paddle-blade propellers and water injection, the Thunderbolt was faster in level flight and could 52

out-turn both the Bf 109G and the Fw 190A in a high-speed climbing turn. The "bubbletop" P-47D-25, with its two-inch rudder extension, could also turn tighter than

53

All Thunderbolt aces with the

Force's high-flying heavy bombers and their even higher (but as yet still short-ranged)

56th FG, Col "Hub" Zemke, Maj

fighter escorts. The rugged and hard-hitting Fw 190 was an ideal anti-bomber gun platform, but its performance degraded sharply at altitude. What was needed to supplement the Fw 190 was a machine designed expressly for the fighter role. And in late 1942 just such an aircraft was about to enter service - the Bf 109G-4. It was

David C. Schilling, Maj "Gabby" Gabreski and Capt Fred J. Christensen stride pu rposefu lIy towa rds a USAAF photographer at Boxted in the

therefore decided that the two Jagdgeschwader in the west (JGs 2 and 26) would henceforth operate a mix of Fw 190As and Bf 109Gs. The tactics used by the Bf 109G Gruppen from 1943 until war's end were based on the philosophy for success espoused by the "Father" of the Jagdwaffe, Werner Molders. His mantra for aerial combat saw the emphasis placed more on fighting

spring of 1944. These men claimed 25 Bf 109s destroyed between them whilst flying P-47s with the 56th FG. Zemke also downed an additional 2.5 "Gustavs" flying

then flying. His combat experiences in Spain prewar had taught Molders that the best way to achieve success against enemy aircraft was to base all tactics around the two-aircraft Rotte, which in turn formed the basic fighting unit for all Jagdwaffe formations. Within the pair, the RottenfLihrer was responsible for making the kills and his wingman (the Katschmarek) protected the leader's tail. The wingman did not

a P·510 during his brief time as CO of the 479th FG.

worry about where he was flying, or what to do next - he simply had to follow his leader. He usually held position some 200 yards away from the Rottenfilhrer, flying almost in line abreast formation. Each pilot concentrated their search of the sky inwards, so as to cover his partner's blind spot. Two Rotten made up a Schwarm, flying some 300 yards apart - roughly the turning Ninth Air Force Thunderbolt units also encountered fewer and fewer enemy aircraft, with the last official Bf 109 aerial victories to fall to P-47s being credited to aircraft from XIX TAC on April 16, 1945. Conversely, the last Thunderbolts claimed shot down by Bf 109s - credited to pilots of III.lJG 53 - were also Ninth Air Force

radius of a Bf 109G at combat speed. The leading Rotte typically flew to one side and slightly ahead of the other, and a Staffel formation comprised three Schwarme, either stepped up in line astern or in line abreast. The Jagdwaffe also devised the "crossover turn" to avoid aircraft on the outside of a Schwarm becoming stragglers when t11e

aircraft, which were downed three days later. By VE-Day, the 56th FG had scored more aerial victories than any other group in the ETO. And it had also produced the two top-scoring American fighter aces in the

formation turned at high cruising speed in an area where contact with the enemy was likely. Each pilot held his speed going into the turn and the Rotte simply changed position in the formation during the maneuver.

theater in LtCol "Gabby" Gabreski and Capt Robert S. Johnson with 28 and 27 kills, respectively. Perhaps the most outstanding tribute to this aircraft's ability to absorb punishment as well as to hand it out is the fact that all ten of the leading Thunderbolt aces (six of whom were shot down) in the ETO survived the war.

The Bf 109 had always enjoyed a superior altitude performance to t11e fighters it had come up against since the start of World War II, so the favored tactic of Jagdflieger

Pilots from 7./JG 3 sprint for their Bf 109G·6s during an emergency scra mble by the Staffel's Alarmrotte at Schiphol during the late summer of 1943. Both aircraft are parked into wind, with a vast expanse of open airfield in front of them.

Bf 109 TACTICS •

Despite being among the most skilled, and most successful, fighter pilots to take to the skies in the history of aerial warfare, the Bf 109G/K Jagdflieger defending Germany from daylight bombing raids in 1943-45 faced an impossible task. Despite using tried and tested tactics that had served them well since the Spanish Civil War, and flying an aircraft bred in combat, they were steadily outnumbered and outgunned as the war progressed. Within weeks of the first USAAF cross-Channel raids in the early autumn of 1942, 66

the Luftwaffe high command realized the incipient threat posed by the Eighth Air

61'

throughout the conflict was to get above their opponents and attempt to bounce them,

Over the last months the Americans have been able to steadily increase the range of their

if possible using the sun to mask their approach. Mter a single firing pass, the pilot would use the speed gained in his diving attack to climb back up into a position from which to perform any repeat attacks. With enemy fighters usually being slower and more maneuverable, German pilots tried to avoid turning dogfights wherever possible. If bounced, the Rotte or Schwarm would typically turn individually to meet the

P-47s. This machine is used both to provide cover for the bomber streams, as well as to

attack, and if there was no time for this, they would take advantage of the direct injection system fitted to their Bf 109Gs by bunting over into a dive. The Abschwung (American "Split-S") was also used as an alternative escape route, the pilot performing a half roll pulled through into a steep dive at full throttle - this maneuver could only be done with plenty of altitude in hand, as up to 15,000ft in height would be lost. These formations and tactics had served the ]agdwaffe well in previous conflicts, with Rottenfuhrer having just one job to do - find and destroy the enemy. When they were found, the formation leader was the one who went in for the kill, leaving Maj Gunther Rail claimed 275 kills in World War II, the last of which, on May 12, 1944, was a P·470 from the 56th FG. He was then shot down by a second "Wolfpack" Thunderbolt.

This Sf 1096·6 of IV.lJG 27 features an Erla Haube hood and a tall tail unit. It was photographed at Connantre,

range far ahead of them, sweeping German airspace clean from tree-top height up to an altitude of 11,000 meters. Thus certain Gruppen are employed specifically against the American forward fighter screen. Able to take a lot of punishment, the robust Fw 190s are ideally suited to attack the carefully staggered, heavily armed bomber boxes. However, the fighter's BMW radial engine dramatically loses performance at altitudes above 5,000 meters. Fighter combats over the Reich are now often being fought at altitudes between 8,000 and 11,000 meters, where the air is too thin for the BMW powerplant to deliver sufficient power output. II.I]G 11 is therefore deployed as a high-altitude Gruppe equipped with Me 109s whose engines are fitted with special superchargers, so that they can concentrate quite specifically in keeping the high-flying P-47s and P-51s occupied while the Fw 190s go after the bombers.

his wingmen to cover his tail. And for much of 1943, "Gustav" pilots were able to exploit these battletested tactics when engaging P-47s. However, as the number of Thunderbolts escorting the "heavies" grew, and their pilots became more experienced, the Germans found that their opponents were using these very same tactics against them. The improved P-47D, which now also boasted a long range thanks to the addition of drop tanks, was able to climb higher and dive faster than the Bf 109G. These improvements meant that "Gustav" pilots could not long pick and choose their fights at will, waiting until the escorting fighters were low on fuel before bouncing them as the Fw 190s set about the bombers. Posted in to command II.I]G 11 from the Eastern Front, Maj Gunther Rall

in Normandy, in the summer

outlined the changing fortunes facing the ]agdwaffe in the west in 1943-44 in his

of 1944.

autobiography My Logbook:

collimate [adjust into line-of·sight, thus allowing the Revi to be brought into p'lay), however, and only served to identify objects that were usually beyond

.

All B~ 109s were fitted with reflector gunsights, which

....

were universally known as the Revi - an

..

..

....

.

T e Bf 109B and some early versions of

the C, 0 and E variants were eCJuipped with the bulky Revi 3. Obsolete by 1939, this sight was rep'laced the Revi C 12/0 [as seen in this artwork), and later the The former was 0p.timlsed for fixed armament

.. .

only, while the C 12/0 was calibrated for fixed

.. ..

F.lnally, the Bf 109G/K was fitted with a KG grip' for op'e ating three combinations of

.. ......

cowling machine guns, englne·mounted cannon and

...

..

~

..

~.

.

The grip also boasted a

••

..

The gun-firing a d

radio activation function could be safely p'erformed

12 series were simp'le sights

.

the p'ilot's clear vi

by the pilot using just two fingers on his right hand.

with no computing aids of any kind to assist the pilot in achieving hits on hi

.

.......

...

bUilt-in dimmer to regulate reticule intensity,

II.

and this was assisted by the fitment of "sun dark" glass to reduce glare. A small auxi iary op.tical sight

.......

was also installed in case the 0

.

From late 1943 until war's end, a number of

.

I'

".

gunsight. Much more compact in size, pilots ap'p'reciated Its smalle~ dimensions when sat in the

.

cramped cockpit o~ the Messerschm'tt fighter.

. p'ilots [p.articularly aces] in frontline units

also had telescopic sights fitted to their Bf 109s in tlie

.

field, and attemp.ted to have them harmonised with

.. 68

... ...

reflector gunsights. The sights did not

69

All of which sounds perfectly plausible in theory, but

combat or escape from Allied fighters.

in reality - with the German fighter arm outnumbered

Despite these serious shortcomings, an

by anything between seven-to-one and ten-ro-one - it is

experienced pilot could use its ability to

not so easy ro put inro practice.

climb and turn to regain the advantage if

It does not take me long ro realize that over Germany

caught by surprise. However, the majoriry

almost everything is different from the Eastern Front-

of Bf 109G pilots by this stage of the war

with one exception, that here roo we are faced by a sheer

were far from experienced, and they

weight of numbers. Bur these numbers are now made

proved to be easy targets.

up of pilots who have years of meticulous training in the

Among the Experten to stick with

American homeland behind them, and who have only

the Bf 109G through to VE-Day was

been declared operational after 400 hours of flying. They

Oberleutnant Kurt Buhligen, who claimed

are fresh, aggressive, well schooled in tactics and are

112 kills (including nine P-47s) all in the

flying superior equipment. Combats take place on the

west with]G 2. Having flown the Bf 109

edge of the strarosphere, whereas, in complete contrast,

and the Fw 190, he was familiar with the

I have scored the majority of my vicrories in Russia at

foibles and strengths of both. The latrer's propensiry to flick sharply over onto one

Hauptmann Heinz Knoke

much lower heigh ts. Also here over the Reich every

wing during certain maneuvers was well known, and this trait was routinely employed

served throughout much

effon is being made ro match the enemy strength for

by experienced Fw 190 pilots to extricate themselves from a tight corner. The Bf 109

strength - ro send up a single Rorre or Schwarm, as we

possessed no such inbuilt, but propitious, flaw, so many pilots, including Bi.ihligen,

did daily on the Eastern Front, would be unthinkable

Fell back on a tactic of their own devising for use in an emergency.

of the Defense of the Reich campaign, latterly as Gruppenkommandeur of III./JG 1. Shot down several

here. When the Americans come, the three Staffeln of

They would fly wirh their machine trimmed slightly tail heavy, keeping the nose

times, he claimed five P-47s

Oberstleutnant Kurt BUhligen

the Gruppe are led inro battle rogether - until, that is, everything explodes apart into

down by applying constant Forward pressure on the control column. In moments of

in a final tally of 33 victories.

flew more than 700 combat

individual dogfights.

crisis, the control column could be pulled back and the nose would immediately point

Leutnant GUnther Landt of

missions in the West, in Tunisia and in defense of

The scenes in Germany's skies are indescribable. Nobody who has sat in a fighter

upwards without the momentary "mushing" which could easily prove Fatal.

the Reich. He had joined the

aircraft and seen the thousands of condensation trails stretching from east ro west like a

Leutnant Heinze Knoke, who, like Buhligen, also enjoyed success against the P-47

Luftwaffe in 1936, and served

huge great ruler being drawn across the heavens will ever be able ro forget the sight. We

(five kills), was another Experte who relied on his years of combat experience to stay

throughout World War II with

regularly take off with belly tanks, but have to jerrison these when contact is made with

alive when dueling with seemingly counrless numbers ofThunderbolts:

JG 2, ending the conflict as its Kommodore. Credited with 112 kills (all in the west). BUhligen's tally included no

P·38s and nine PAl's.

destroyed several Thunderbolts in the final weeks of the war.

the enemy in order ro be fully maneuverable for dogfighting. At combat rating, we have perhaps 40 minures in which ro fight, break off the engagement and then try ro find a

The Yanks do not leave us alone. Today they arrack MUnster in strength. JUSt when I am

suitable place ro land.

ready to pounce with my flight on a formation of Fortresses over the burning city, we are

Although always outnumbered by their opponents, the ]agdwaffe had managed to

Thunderbolt has a clumsy appearance which is belied by its high speed and

hold its own for much of 1943 thanks to the experience of the pilots defending

maneuverability. It can still be outfought, however, by a Messerschmirr in the hands of

Germany, the superior equipment that they flew into battle and the aggressive tactics

a good pilot.

intercepted by dozens of P-47s diving on us from above. A wild dogfight begins. The

fewer than 24 four·engined bombers, 47 Spitfires, 13

11.1JG 53 claimed 23 kills, nine of which were PAl's. He

that they employed. However, the arrival of improved, longer-legged Thunderbolts

At my first burst of fire a Thunderbolt ahead of me blows up, and my wingman

and Mustangs in eal:ly 1944 quickly eroded any qualitative advantage previously

downs a second one. That brings the entire pack of Thunderbolts down on our necks.

enjoyed by the ]agdflieger. The·issuing of new orders from Berlin only made ~he

It is all we can do ro shake them off. I try every crick I know, and pur on quite a display

siruation worse, as pilots were told to Focus all their efforts on the bombers - indeed,

of aerobatics. Finally I get away by spiraling up in a corkscrew climb. I know that the

they were expressly forbidden to engage the escort fighters. With Allied fighters now

Thunderbolt cannot duplicate this maneuver.

becoming more numerous, and USAAF pilots having gained more experience in combat, the gaps in the escort coverage for the "heavies" disappeared. There was now no way for the ]agdwaffe to attack bombers only.

70

Following the carnage of Normandy, the constant hemorrhaging of pilots in illFated Homeland DeFense missions and the massive losses of Bodenplatte, the ]agdwaffe

Despite being progressively more outclassed by later versions of the Thunderbolt,

was a spent force by early 1945. Nevertheless, Bf 109G/K units continued to fly

the Bf 109G remained very much in the thick of the action through to war's end.

missions through to VE-Day, occasionally inflicting losses - but always at some cost

While still an effective dogftghter, the "Gustav" lacked the speed necessary to initiate

to themselves - on Ninth Air Force P-47 units conducting ground support sorties.

71

All told, the Thunderbolt was flown by 18 of the top 30 American aces in Europe during the war. Official figures credit the P-47 with the destruction of 4.6 enemy aircraft for each Thunderbolt lost in aerial combat during 1,934,000 flying hours, using 204,504,000 gallons of fuel. During the first five months of 1945, Thunderbolts flew an average of 1,677 hours and dropped 541 tons of bombs per day. From D-Day to VE-Day, Thunderbolt ground-attack operations were claimed to have accounted for 86,000 railway coaches, 9,000 locomotives, 68,000 motor vehicles and 6,000 armored vehicles in Germany alone. Thunderbolt groups dropped 132,000 tons of bombs, expended more than 135 million rounds of ammunition, 60,000 rockets and several thousand gallons of Napalm. An impressive two-thirds of all Thunderbolts produced were exported to

STATISTICS AND ANALYSIS Between December 1942 and January 1943, 200 P-47s had been sent to Britain. Range was not something that had influenced the equipment of fighter units destined for the ETO because it was thought that operations would be similar to those undertaken by RAF fighters, where high-altitude performance seemed to be the important factor. Early USAAF fighters such as the P-39, P-40 and Allison-engined P-51A had proven unable to match the performance ofRAF and German fighters in the ETO, where most combats took place at higher altitudes. However, the P-47 was built to operate at higher altitudes thanks to the turbosupercharging of its R-2800 engine, and although it was initially slower in the climb than its contemporaries, improvements such as water injection and paddle-

overseas combat commands, and 54 percent of these were lost to enemy action and other causes. Late in the war, the Tctgjagd or day fighter pilots were badly trained and hastily thrown into the battle against all odds, and only a handful survived in the lethal skies over the Third Reich. Young replacement fighter pilots who joined the Reichsverteidigung (Defense of the Reich) as 1944 progressed had only limited chances to survive in air combat, as they were primarily misused as "cannon fodder." In early 1944, 50 percent of all German fighter pilots were combat experienced veterans, with the remainder being replacement pilots. The majority of the latter category had only a minimum of flying experience in first-line fighters, and no combat experience at all to compensate for the heavy losses from which the Luftwaffe then severely suffered. It was not uncommon for replacement pilots not to have flown a fully armed Bf 109G/K prior to reaching the front line. Take-offs and landings in formation were also rarely undertaken in training units, and pilots never fired the MK 108 and MG 151 cannon prior to entering combat. The tactics employed in the front line were entirely new tasks to be learned as well. All of this occurred during a period of about two months, with severe restrictions on flying time because gasoline supplies were becoming increasingly limited.

bladed propellers soon gave it a performance that matched the Bf 109G and Fw 190A. In the spring of 1943, the growing strength of VIII Bomber Command increased pressure on the Jagdgeschwaderen in the west. At this time the Luftwaffe, unhappy with the relatively small numbers of bombers being shot down, revised its tactics. On December 20, Germ;n pilots began attacking bomber formations from dead ahe d, or "12 o'clock level." Closing speeds of around 600mph made it difficult to keep targets in effective firing range for more than a split-second, and German pilots were always fearful of colliding with their targets. Larger attacking formations, and simultaneous attacks by fighters, rather than in trail, were now also used. While they

72

EIGHTH/NINTH AIR FORCE FIGHTER LOSSES IN THE ETa 1942-45 Aircraft

Sorties

Victories air

Victories

would still use the head-on approach, the angle of attack would be from ten degrees above the horizontal- otherwise known as "12 o'clock high" - which, in experiments,

P-47

423,435

3,082

3,202

3,077

was found to be more effective. As before, the best chance of knocking a bomber out of formation was to kill the pilots in the cockpit.

P-38

129,849

1,771

749

1,758

P-51

213,873

4,950

4,131

2,520

ground

Losses

73

,--

LEADING USAAF P-47 ACES WITH Bf 109 VICTORIES IN TH I--

Bf 109 kills LtCol Francis S. Gabreski (P-47D)

~

Capt Joe H. Powers [P-47C/D]

10.5

lLt Robert J. Rankin [P-47D]

10

Capt Robert S. Johnson [P-47C/D)

~t

Overall score 28 (+6.5 in F-86A1Es)

EIGHTH AIR FORCE P·47 THUNDERBOLT GROUPS P-47C/D

3/10/43 to 2/44

P-47C/D/M

2/43 to 9/45

78th FG

P-47C/D

1/43 to 1/45

To P-51D 1/45

56th FG

352nd FG

P-47D

7/13/43 to 4/20/44

To P-51B 4/44

56th FG

353rd FG

7/43 to 11/10/44

To P-51D 11/44

7/43 to 3/13/44

To P-51B 3/44

56th FG

4th FG 56th FG

I

To P-51B 2/44

I-

~th FG

14.5

-

EElOl

-

10

8

16.5

56th/ 356th FG

355th FG

P-47D r-P-47D

8

12

56th FG

356th FG

P-47D

9/43 to 11/44

To P-51D 11/44

Col Glenn E. Duncan [P-47DJ

75

19.5

353rd FG

358th FG

P-47D

12/43 to 1/44

To Ninth AF 1/2/44

Col David C. Schilling (P-47C/D)

7

22.5

56th FG

17.333 (5.333 in P-51Bs)

359th FG

P-47D

11/43 to 5/44

To P-51B

4th FG

361st FG

P-47D

12/43 to 5/44

To P-518

9

27

I

Maj Gerald W. Johnson [P-47D) f---

Maj Leroy A. Schreiber (P-47D)

I

~

-

Capt Duane W. Beeson [P-47C/D)

-

7

Capt Felix D. Williamson [P-47DJ

7

Maj Quince L. Brown (P-47D)

7

13

56th FG -

-

12.333

495th FTG

P-47C/D

12/25/43 to 6/45 -

78th FG

--

- - --

LtCol Kenneth W. Gallup [P-47DJ

7

9

353rd FG

Maj George E. Bostwick [P-47D/M)

7

8

56th FG

Maj Walter C. Beckham (P-47D)

6

18

353rd FG

Maj Boleslaw M. Gladych (P-47D]

6

18 [8 in RAF Spitfires)

56th FG

Capt Virgil K. Meroney (P-47D)

6

9

352nd FG

-

NINTH AIR FORCE P·47 THUNDERBOLT GROUPS ON JUNE 9, 1944 IX TACTICAL AIR COMMAND 70th FW

~ - fP-47D

48th FG 371st FG

Capt Frederick J. Christensen [P-47 0]

5

_2_1_o5

Capt Alwin M. Juchheim [P-47D)

5

9

----1/Y&h FG 78th FG

71st FW 366th FG -

LEADING Bf 109 ACES WITH P·47 VICTORIES IN THE ETO

368th FG

-~ P-47D

--

-

-

----=I

84th FW P·47 kills

Overall score

Unit(s)

Oberleutnant Theodor Weissenberger

13

208

JG 5

Major Julius Meimberg

12

53

JG 53

Oberstleutnant Kurt Buhligen

9

112

JG 2

404th FG

Oberfeldwebel Heinrich Bartels

9

99

JG 27

405th FG

Leutnant Gunther Landt

9

23

JG 53

XIX TACTICAL AIR COMMAND

Leutnant Alfred Hammer

8

26

JG 53

100th FW

Hauptmann Walter Krupinski

7

197

JG 5/11

Oberleutnant Herbert Rollwage

6

85

JG 53

6

75

JG 26

Major Klaus Mietusch Hauptmann Ludwig-Wilhelm Burkhardt

I Major Hermann Staiger Hauptmann Heinz Knoke f-----

74

Hauptmann Otto Meyer

r- ==

69

~1

63

JG 26

33

~1/11

21

JG 27

50th FG

P-470

365th FG

P-47D

-

-

-

-

P-47D

-----

-

-

P-47D

358th FG 362nd FG

-

-----

8'70 P-47D

303rd FW 36th FG

P-47D

3?3rd FG

P-47D

406th FG

P-47D

--I

~

75

Bf 109s OUTSIDE THE ETa

AFTERMATH THUNDERBOLTS OUTSIDE THE ETa The P-47D was the first version of the Thunderbolt to serve with the USAAF in the Pacific, the 348th FG commencing escort missions from Brisbane, Australia in the spring of 1943. During 1944 the Thunderbolt became operational in all active theaters ofwar except for Alaska. P-47s served with the Mexican, Free French and Soviet forces, and in Burma, RAF and Tenth Air Force P-47Ds operated in the Arakan campaign. Some 830 P-47 Thunderbolts were supplied to the RAF, and they were operated by 16 squadrons almost entirely in the Far East. In Burma, No.5 Sqn's P-47 fighterbombers flew "cab-rank" patrols directed by ground visual control posts. Carrying three 5001b bombs and equipped with heavy machine guns, they created havoc among the Japanese troops and supply lines. Thunderbolts disappeared from the RAF inventory soon after YJ-Day.

76

Early in 1945, the introduction of the P-47N, with its increased internal fuel capacity, enabled the Thunderboh to begin escorting B-29s to targets in the Japane,;;e home islands. The 318th FG on Saipan was the first combat unit in the Pacific to receive N-models, commencing combat operations in spring 1945. On May 25 the 318th FG shot down 34 Japanese aircraft without loss. From 1947 to 1952 F-47Ns saw active service with the US Air Force and Air National Guard (ANG) units. The last active USAF Thunderbolt group was the 14th FG at Dow Field, Maine, which re-equipped with F-84B Thunderjets in 1947. At least two squadrons of F-47Ns were active in Air Defense Command until 1952, and the ANG finally phased out the last of its P-47Ns for jet aircraft in 1953.

During 1941 I./J G 27 was transferred to North Africa to supplement the small Luftwaffe force then operating in that area, which was still equipped with the Bf 109E-4/Trop at Ain-el-Gazala. On September 24, Leutnant Hans-Joachim Marseille claimed the destruction of five enemy aircraft, and he soon became the most celebrated German pilot in the Middle East with a total score of 158 victories, 151 of them achieved in North Africa. Marseille was killed in a flying accident in a Bf 109G on 30 September, 1942. Early in 1942, opposed only by Hawker Hurricane Us and Curtiss Tomahawks, JG 27 destroyed large numbers of Allied aircraft. JG 53 was also based variously in Greece, Crete and Sicily, and mainly took part in operations against Malta. Nine Gruppen equipped with the Bf 109G were operational in July 1943, and they were heavily engaged during the Allied invasion of Sicily. On July 5, 1943, eight fighter Gruppen, including II. and III.lJG 3 and III.lJG 52, equipped with the Bf 109G took part in Operation Zitadelle, a major attempt to regain rhe initiarive in Russia. They claimed the destruction of 432 Soviet aircraft, of which II./JG 3 destroyed 77, including 62 bombers. In 1943 around 600 Bf 109s were built in Hungary. In addition to production for the Luftwaffe, Messerschmitt exported Bf 109s to Bulgaria, Finland, Hungary, Japan, Rumania, Slovakia, Spain, Switzerland and Yugoslavia. Postwar, in Spain Hispano built Merlin-engined Bf 109s for the Spanish air force under a license negotiated in 1942. Finland, which had received Bf 109Gs in 1943, operated "Gustavs" until 1954. The Czechoslovakian air force was equipped with DB 605-engined Avia S-99s and a far larger number of S-199 aircraft powered by Junkers Jumo 211 F engines. The fledgling Israeli Air Force purchased 25 early-production aircraft from Czechoslovakia, and on May 29, 1948, an S-199 flew its first combat mission for the Chel ha'Avir. Czechoslovakian Bf 109s remained in service until 1957.

A Schwarm of Sf 1D9F-4/trops from 5.1JG 27 prepares for a hurried take-off from Ain-elGazala, in Libya, in December 1941.

Held, Werner, Fighter! Luftwaffe Fighter Planes and Pilots (New York, 1979) Johnson, Air Vice Marshal J. E. "Johnnie," Fuff Circle: The Story ofAir Fighting (Pan, 1964) Johnson, Robert S., THUNDERBOLT/(Honoribus Press, 1973) Knoke, Heinz, 1 Flew fOr the Fiihrer (Time Life Books, 1990) Lerche, Hans-Werner, Luftwaffe Test Pilot (Jane's, 1980) McLachlan, Ian, USAAF Fighter Stories (Haynes Publishing, 1997) - - , USAAF Fighter Stories - A New Selection (Sutton Publishing, 2005) Miller, Kent D., Fighter Units 6' Pilots ofthe 8th Air Force (Schiffer Military History, 2001) Mombeek, Eric, Defending The Reich - The History ofJG 1 "Oesau"(JAC

FURTHER READING

Publications, 1992) Morris, Danny, Aces and Wingmen (Neville Spearman, 1972) O'Leary, Michael, USAAF Fighters ofWorld war 2 (Blandford Press, 1986) O'Leary, Michael, Osprey Aircraft ofthe Aces 31 - VIII Fighter Command at war

"Long Reach" (Osprey, 2000) Olynyk, Frank, Stars 6' Bars: A Tribute to the American Fighter Ace 1920-1973 (Grub Street, 1995) Price, Dr Alfred, Luftwaffe Handbook 1939-1945 (Ian Allan, 1986) Bishop, Stan D. and Donald A. Hey, Losses ofthe US 8th and 9th Air Forces (Bishop Books, 2004) Boiten, Theo and Martin W. Bowman, Raiders ofthe Reich. Air Battle western

Europe: 1942-1945 (Airlife, 1996) Boiten, Theo and Martin W Bowman, Battles With the Luftwaffe (Janes, 2001) Bowman, Martin W., Great American Air Battles ofWorld war 2 (Airlife, 1994) Caldwell, Donald]., JG 26 - Top Guns ofthe Luftwaffe (New York, 1991) Caldwell, Donald J., The JG 26 war Diary Vol 2 (Grub Street, 1998) Cora, Paul B., Yeffowjackets! The 361st FG in World war 11 (Schiffer 2002) Davis, Larry, P-47 Thunderbolt In Action (Squadron Signal No. 67, 1984) Drendel, Lou, walk Around No 11 P-47 Thunderbolt (Squadron Signal, 1997)

DuxfOrd Diary 1942-45 (W Heffer & Sons, 1945) Fernandez-Sommerau, Marco, Messerschmitt Bf109 Recognition Manual (Classic

Rail, Gunther, My Logbook (Editions TwentynineSix, 2006)

c.,

The 9th Air Force in World war 11 (Aero Publishers, 1967) Scum, Jerry, Osprey Aircraft ofthe Aces 24 - P-47 Thunderbolt Aces ofthe Eighth Air Force (Osprey, 1998) Speer, Frank E., The Debden warbirds: The 4th FG in World war 11 (Schiffer Rust, Kenn

Military History, 1999) Weal, John, Osprey Aircraft ofthe Aces 29 - Bf 1 09F1G/J(Aces ofthe western Front (Osprey, 1999)

- - , Osprey Aircraft ofthe Aces 68 - Bf109 Defense ofthe Reich Aces (Osprey, 2006)

- - , Osprey Aviation Elite Units 12 - Jagdgeschwader 27 'Afrild (Osprey, 2003) - - , Osprey Aviation Elite Units 25 - Jagdgeschwader 53 'Pik As' (Osprey, 2007) Zemke, "Hub", as told to Roger A. Freeman, Zemke's Wolfpack (Orion, 1998)

Publications, 2004) Foreman, John, 1944 - The Air war Over Europe June 1st - 30th Over the Beaches (ARP, 1994) Forsyth, Robert with "Eddie Creek, Luftwaffe Colours Volume 5 Section 1 Defendint the Reich 1943-44 (Classic Publications, 2004) Forsyth, Robert, Luftwaffe Colours Volume 5 Section 3 Defending the Reich 1944-45 (Classic Publications, 2005) Freeman, Roger A., Osprey Aviation Elite Units 2 - 56th Fighter Group (Osprey, 2000)

78

- , USAAF Colours Volume 3 American Eagles P-47 Thunderbolt Units ofthe Eighth Air Force (Classic Publications, 2002) Green, William, warplanes ofthe Third Reich (Doubleday, New York 1972)

79

RELATED TITLES

INDEX References ro illustrations are shown in bold. aces in the ETO, Bf 109 and P-47 74 analysis 72-75 Arado Ar 96: 50, 54 Arnold, Gen "Hap" 44 Avia S-99/S-199 77 Beeson, Capt Duane W. 7,58,59,74 Boeing B-17 Flying Fomess 13, 36, 63 Brown, Maj Quince 24,74 Buhligen, Obstlt Kurt 70,71,74 "Bulge, Battle of the" (1944) 42-43,63 Christensen, Capt Frederick j. 66,74 cockpits: Bf 109G-6 52; P-47D-25 53 Consolidated B-24 Liberaror 13, 36, 36 Curtiss XP-40 8 D-Day landings (1944) 7,39-40,62 Dart Aero Teefl 46 design and development: Bf 109 16, 18-21; P-47 8-10,12-15 Dippel, Hptm Hans-Geor~ 5 Doolittle, Lt Gen James 61 Duncan, Col Glenn E. 63,74 Eaker, Gen Ira 61 engines: Bf 109 18, 19, 20, 22, 26, 28; P-47 9, 15 Focke-WulfFw 190 10,67,68,71; Fw 190A 58,59,62,67 Gabreski, LtCol Francis S. "Gabby" 10,45, 45,66,66,74 Galland, Gen der Jagdflieger Adolf 42 Gentile, Don 59 Grislawski, Obit Alfred 38 Heinkel He I 12: 6, 18

I Flew for the Fiihrer 55

~

ackson, Capt Michael 25 ohnson, Uaj Gerald W. 60,74 oh_I1Son, Cart Robert S. 12-13,46,47-48, )9,60,6 -62,62,66,74

66; 12.1JG 53: 43 G 54: I1I.1]G 54: 34, 35 G 77: 42 G 102: 51 JG 132: l./JG 132: 19,19; Il./JG 132 "Ricillhofen" 6

~

Marseille, Lt Hans-Joachim 77 Meroney, Capt Virgil K. 63,74 Messerschmitt 16 Bfl0816 Bf 109: flying the aircraft 55-56,68-70; modificanons, Riimiitze (field) 21, 27, 28-29,30,31,32; modifications, UmriiJt-Ballsiitze (factory) 21,28,29, 30,31; outside the ETO 77; production 20, 21, 42 Bf109 VIIV2 6,18; Bf 109 V3 18; Bfl09VIO 6,18 Bf 109B 6,18,19,20; Bf 109B-2: 19 Bf 109C1D 6, 19,20 Bf 109E 6,18,20; Bf 109E-l 6,19; Bf 109E-3 19 Bf 109F 6; Bf 109F-1 6,20; Bf 109F-2 20; Bf 109F-41trop 77 Bfl09G 7,20,36,55,56,56,58,59,62, 68,70-71,77; BfI09G-I 7,20,21, 26-27,27; Bf 109G-2 7,26-27,51, 52; Bf 109G-3 7,27; Bf 109G-4 27, 67; Bf 109G-5 27-28,35; Bf 109G5/AS 16,28; Bf 109G-6 5,6,7,21, 21,27,28-29,38,63,67,68; Bf 109G-6/AS 29; Bf 109G-6/R6 30,35; Bf 109G-8 29; Bf 109G-l0 21,31; Bf 109G-12 30, 54, 54, 55; Bf 109G14 21,30,33,43; Bf 109G-14/AS 30 Bf 109K 7,21; Bf 109K-4 21,31, 31-32,42 M 23: 16 production plants 16, 18, 19,20 Messerschmitt, Dipl.-Ing. Willy 16, 18 Messerschmitt Bf 109 Recognition Manual 55-56 Mietusch, Maj Klaus 63,74 Molders, Werner 67 Muller, Ofw Alfred 56

My Logbook 68-70 North American P-51 Mustang 39,40

Kartveli, Alexander 8, 9 Kepner, Maj Gen Bill 62 Knoerzsch, Hans-Diettich "Bubi" 18 Knoke, Hptm Heinz 27,55,71,71,74

operations: Bodenplatte 41,43,63,71;

Zitade/le 77 Powers, Capt Joe H. 46, 74

Landt, Lt Gunther 71,74 Lerche, Hans-Werner 58, 58 Luftwaffe: ErganzllngsGruppen 54; Jagdwaffe bases 41; Luftflotte 3: 35 Luftwaffe Jagdgeschwader UG) JG I: 34, 35 ]G 2 "Richthofen": 19,34,40,41,67; [l./jG 2: 35; lII.I)G 2: 20; 5.1]G 2: 6 ]G 3: l./JG 3: 34, 3); II.lIG 3: 35, 77; lII.I]G 3: 21,35,77; fV.I]G 3: 39; 7.1]G 3: 67; II.lJG 3: 31 G 4: 42 G 5: l./JG 5: 16,39,49; [l./JG 5: 39, 49 G II: 35; II.lJG II: 27, 35, 69; IIl./]G II: 35 JG 26: 34,40,41,67; lII.lJG 26: 35, 63; 9.1JG 26: 5, 33 JG 27: 77; I.IJG 27: 30, 34, 35, 35, 77; II.lJG 27: 35-36; IIl./JG 27: 39; IV.lJG 27: 39, 68; 4.1JG 27: 56; 5.1JG 27: 77 JG 50 l.ljG 50: 38 ]G 51 JI.1]G 51: 35-36 JG 52 lIJ.lJG 52: 77 ]G 53 43,77; [l./JG 53: 39; IlI.l]G 53: 7,

~

78

80

Rail, Maj Gunther 62,68,68-70 Rankin, ILt Robert J. 62,74 Renwick, Capt Don 46 Re('ublic 8 F-47D 15 F..47N 15,76 P-43 Lancer 8 1'-47 Thunderbolt: canopy, bubble 7, 12, 14-15, 25; drop tanks 38, 60; flying the aircraft 12-13,14-15,38,48,58-59; outside the ETO 76; production 1.4, 15, 23ipropellers 9, f2-13, 59, 62, range 40 P-47B 6,7, 10,22,23 P-47C 6,7,9,10,22-23,46; P-47C-lRE 10,22; P-47C-2-RE 10,12,2223; P-47C-5-RE 23 P-47D 6,7,9,12-13,14,68,76; 1'-470I 12; P-47D-I-RA 23; P-47D-l-RE 12,23; P-47D-2 10, 23, 58; P-47D3/D-4-RA 23; p-47D-5 63; 1'-470-5RE 23; P-47D-6 61; P-47D-6/O-1 ORE 23; P-47D-11 23; 1'-470-15 14,

23; P-47D-16 42, 58; P-47D-16-RA 23-24; P-47D-16-RE 23; 1'-470-20 24; 1'-470-21 24,63; 1'-470-22 24, 24,61; P-470-25 10, 14-15,25,53, 62-63; P-470-26-RA 14,25; 1'-47027-RE 25; P-470-28 13,25,25; P-470-30-RA 25; P-470-30-RE 7, 25; P-47D-35-RA 25; P-470-40-RA 15,25; P-47D-RA 12 P-47G 7; P-47G-CU 25 P-47M 14,15; P-47M-l-RE 26 P-47N 7, 15,76; P-47N-I-RE 26; P-47 -51 -15-RE 26; P-47N-20 26; P-47 -25-RE 26 production plants 7,8,12,14,15,23, 24,25 TP-47G 25 XP-47 (AP-I 0) 6,8,9; XP-47A 6,9, XP-47B 6, 10; XP-47J 15; XP-47K 14; XP-47N 7 Royal Air Force 40; Bomber Command 36-37; Fighter Command cross-channel 0l'erations 37-38; No.5 Sqn 76 RLM (Reichsluftfahrtministerlllm) 6, 16, 31 Roberts, LtCol Eugene 6

ACE 024 • 978 1 85532 729 0

ACE 029 • 978 1 85532 905 8

ACE 030 • 978 1 85532 906 5

ACE 031· 978 1 85532 907 2

ACE 051 • 978 1 84176437 5

ACE 068 • 978 1 84176 879 3

DUE 01 • 978 1 84503 189 2

DUE 05 • 978 1 84503 190 8

DUE 08 • 9781845032950

Schilling, Maj David C. 57,66,74 Schreiber, Maj Leroy A. 10,74 Schroder, Ernst 55-56 Seversky, Maj Alexander P. 8 specifications, technical: Bf 109GIK 26-33; P-47 22-26, 33 statistics 72-75 strategic situation 34-43 Sliss, Ofw Ernst 38 tactics: Bf 109 66-71, 72; 1'-47 57-63,66

The HUB - Fighter Leader 14-15 THUNDERBOLT'12-13 training, pilot: American 44, 46-48, 49; German 36,48,50, 50-51,51,54-56 training aircraft: American 47,48; German 50,50,51,51,54,54,55 US Army Air Force: VlII Bomber Command 36,72; VlIl Fighter Command 34, 37, 39,41,58,60-01; VlII Fighter Command bases, East AngJia 37; IX Tactical Air Command 39,43,75; XIX Tactical Air Command 39, 43, 66, 75; Eighth Air Force 7,34,35,36,37,38, 41,43,57,62,75; Ninth Air Force 7, 39,40,41,43,62,66,71,75; Training Command 46 US Arm)' Air Force Fighter Groups (FGs) 75 4th FG 10,37, 57, 75 56th FG 7,10,10,14,14,15,26,37,41, 43,47-48,57,59,61,63,66,75; 61st FS 23,45,46; 62nd FS 9,10,25; 71st FS 61 78th FG 7, 10, 13, 37, 41, 57, 62, 75; 84th FS 24 318th and 348th FGs 76 332nd FG: 30 Ist FS 58 352nd FG 63,75; 487ili FS 63 353rd FG 41,63,75; 351st FS 63 356th FG 41, 75 362nd FG 75; 378th FS 42 365th FG 7,75; 386th FS 7 Vultee BT-13 Valiant 47,48 weapons: Bf 109: 18, 19,26,28,28,29,32; P-47 9, 13,24,39 Weissenberger, Obit Theodor 16,49,49,74 Zemke, Col Hubert "Hub" 13, 14-15,23, 38,39,57,59,61,62,66

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This is the account of the machines of war pitted against each other and the combatants who operated them. Step onto the battlefield and immerse yourself in the experience of real historic combat.

P-4? THUNDERBOLT

vs Bfl09G/K Europe 1943-45 The largest single-engined fighter when the USA entered the war, the P-47 was a monster of a machine. In contrast, the Bf l09G/K was a much smaller aircraft with all-round better performance than the P-47 at low altitudes. This book examines the mighty clash between these two legends of the sky. It studies the pilots' training, the tactics they used in combat and the technological development of these second generation World War II aircraft. Finally, the key elements of both fighters - the airframe, engine, armament and flying characteristics - are explored through first-hand accounts from the aces that went head-to-head in the war-torn skies over Europe.

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